ELECTRIC POWER STEERING SYSTEM FOR A VEHICLE.

Abstract

The invention relates to an electrically driven steering system (1) for a vehicle (2) comprising a frame (3) for mounting the steering system (1) on the chassis of a vehicle (2), two steerable wheels (4) rotatably mounted on the frame (3); a shaft element 5 mounted on the frame (3) that can be displaced longitudinally with respect to the frame (3), a kinematic unit (1)(2) coupled to the shaft element (5) and transmitting a displacement of the shaft element (5) into a directed steering of the wheels (4), an electric machine (6) mechanically coupled to the shaft element (5) to produce the displacement of the shaft element (5), and a transverse force absorption mechanism (7) arranged to absorb a transverse force caused by the kinematic unit (13) with respect to the shaft element.The invention further relates to a vehicle (2) that includes such a steering system (1).

Description

ELECTRIC POWER STEERING SYSTEM FOR A VEHICLE Technical Field The present invention relates to a steering system for a vehicle. In particular, the invention relates to an electrically driven steering system, thereby enabling a greater turning radius with a simple electrical drive mechanism. Furthermore, the invention relates to a vehicle equipped with such an electrically driven steering system. Background of the invention Various electrically driven steering systems for vehicles are known in the prior art. Several solutions are currently available for the electric drive of the vehicle's steering system, including, for example, direct electric motor steering of an axial linkage to the articulated wheel or electric drive of hydraulically operated systems. Some steering systems known in the prior art, however, have a complex construction or are inefficient. Other steering systems in accordance with the prior art also have certain limitations regarding operation, particularly in terms of the steering angle. DE 60 2004 00 240 T2 and DE 199 60 949 A1 describe electrically driven steering systems in accordance with the prior art. Summary of the invention An electrically driven steering system may include the following elements: a frame for mounting the steering system on a vehicle chassis; two articulated casters mounted on the frame; a shaft element mounted on the frame, which can move longitudinally relative to the frame; and a kinematic unit coupled to the shaft element that transforms LeRRnn / nznz / B / Yii the displacement of the shaft element in a directed turn of the wheels; an electric machine that is mechanically linked to the shaft element, to perform the displacement of the shaft element. In addition, the electrically driven steering system may feature a transverse force absorption mechanism, which is adapted to absorb the transverse force with respect to the shaft element, which is produced by the kinematic unit. In this design, the frame can be adapted to the vehicle's layout requirements, provided it can accommodate steerable wheels. The frame can be made of one or more parts. The axle element, according to this solution, is arranged on the frame to directly or indirectly drive the steerable wheels. The kinematic unit transforms the displacement of the shaft element, which is essentially a translational movement along its longitudinal axis, into a directed rotation of the wheels. The shaft element's displacement is achieved by the electric motor, and other suitable components may be provided between the electric motor's output and the shaft element. By transforming the shaft element's translational displacement into a directed rotation with the aid of the kinematic unit, forces with different spatial directions are generated. These forces, whose direction deviates from the longitudinal axis of the shaft element, can also be referred to as transverse forces with respect to the shaft element. According to one modality, the transverse force absorption mechanism can be arranged in such a way that a transverse force produced by the unit The kinematic force is diverted to the frame. For this purpose, the transverse force absorption mechanism can be specially arranged so that the transverse force produced by the kinematic unit does not have a significant effect on the shaft element. Specifically, the transverse force produced by the kinematic unit can be absorbed by one or more elements of the transverse force absorption mechanism that are coupled to the shaft element and diverted to the frame. According to the invention, the transverse force absorption mechanism is arranged to absorb the transverse force acting between the kinematic unit and the shaft element, diverting it towards the frame. This allows the transverse force produced by the kinematic unit to act fully or partially on a portion of the shaft element, and this force is then diverted towards the frame by the elements of the transverse force absorption mechanism. For this purpose, the elements of the transverse force absorption mechanism that divert the transverse force from the shaft element to the frame can be arranged in the portion of the shaft element on which the transverse force acts. The portion of the shaft element can be selected in such a way as to avoid or reduce any adverse effect on the operation of the shaft element. Specifically, the transverse force absorption mechanism is arranged to reduce the effects of the transverse force exerted by the kinematic unit on the shaft element and associated system components. This generally limits the application of the transverse force on, or in the vicinity of, the shaft element on which the transverse force acts. In any case, the transverse force produced by the kinematic unit is diverted completely or at least partially to the electrically driven steering system frame. LeRRnn / nznz / B / Yii According to one design, the transverse force absorption mechanism may include a support module attached to the frame, which absorbs the transverse force. The support module may consist of several elements, which are connected to the frame in such a way that the frame can absorb the force acting on the support module. To achieve the most compact possible design for the transverse force absorption mechanism, the support module may extend at least partially along the shaft element, specifically considering the shaft element as an elongated body. According to one configuration, the support module can extend at least partially along the path of travel of the steering element and be positioned essentially parallel to its path. Due to the operating principle of the electrically driven steering system, the steering element moves longitudinally. For this purpose, it is assigned a predetermined forward path according to the steering system's configuration. This arrangement allows the lateral force generated by the drive unit to be diverted to the frame even as the steering element moves over the support module. According to one embodiment, the transverse force absorption mechanism may include a stabilizing element coupled with the support module to transfer the transverse force to the support module, which is located between the shaft element and the support module. The stabilizing element may have any shape that allows the transmission of the transverse force to the support module. Thus, the transverse force produced by the kinematic unit can act on the stabilizing element, thereby avoiding or at least reducing the direct action of the LrERnn / nznz / B / Yi transverse force on the shaft element. When the transverse force caused by the kinematic unit is directed to a zone of the shaft element, the stabilizing element can absorb the transverse force introduced into the shaft element and transferred to the support group. It is advantageous for the stabilizing element to be located in the zone of the shaft element on which the transverse force acts. In this way, the zone of the shaft element on which the transverse force acts is limited. According to one embodiment, the stabilizing element can be arranged in the area of ​​the end section of the shaft element adjacent to the wheel. A transverse force acting on the shaft element can be advantageously diverted away from the area where the transverse force is applied. Especially when the transverse force produced by the kinematically driven unit is directed to the end section of the shaft element or a component mounted there, the position of the stabilizing element in this end section of the shaft element is particularly advantageous. According to one embodiment, the stabilizing element can be rigidly attached to the shaft element. This allows the stabilizing element to be provided in the longitudinal direction of the shaft element in a constant position and to move together with it when the shaft element is displaced. According to one design, the stabilizing element may have fin elements that protrude in two radial directions relative to the shaft element. This configuration allows the transverse force to be diverted advantageously through the fin elements of the stabilizing element, while simultaneously achieving a compact construction. According to one design, the fin elements of the stabilizing element can be essentially wedge-shaped and taper outwards. This further improves performance. LPRRnn / nznz / E / Yii plus the compact construction of the system. According to one configuration, the support group may have at least two chassis rails, where one or both of these rails may come into contact with the stabilizing element. The chassis rails can thus rest on the stabilizing element and divert the transverse force acting on the stabilizing element towards the frame. It is possible that in a given operating position there will be no direct contact between the chassis rail and the stabilizing element, provided that contact between the stabilizing element and the chassis rail occurs during the force transfer. According to one configuration, at least one, and preferably each, of the frame's branches may have at least one protrusion that allows coupling between the stabilizing element and the support module in at least one direction of rotation around the axis of rotation defined around the shaft element. Specifically, in this configuration, the stabilizing element is rotatably arranged around the shaft element. This allows for the avoidance or at least the reduction of torque transfer between the stabilizing element and the shaft element. Thus, a defined contact can be established with the support module without producing stresses or similar forces. Furthermore, a certain variation in the movement paths can be considered and permitted when displacing the shaft element through the rotatable arrangement of the stabilizing element on the shaft element.The raised section of the chassis rail serves in this case to prevent the stabilizing element from rotating relative to the support module. The shape of the raised section is adapted to the configuration of the stabilizing element and can be freely selected in terms of size and shape, as long as it prevents the stabilizing element from rotating relative to the support module. LeRRnn / nznz / B / Yii According to one design, the chassis rails can be joined together at the chassis base in such a way that the support module has a cross-section that is at least partially C-shaped. This creates an open profile into which the stabilizing element can be inserted from the open side of the support module. Furthermore, this configuration offers good stability and can be easily mounted on the frame. According to one embodiment, the support module may have at least two separate guide rails on opposite sides of the shaft element, extending along the length of the shaft element. These separate guide rails may be essentially oriented parallel to the shaft element, such that the distance between the shaft element or the stabilizing element and the guide rails remains essentially constant during the shaft element's movement. According to one embodiment, the guide rails may have a cross-section open to the stabilizing element, into which an outer section of the stabilizing element is inserted along the longitudinal direction of the axle member, such that its rotational movement around the longitudinal direction of the axle member is limited by the guide rail. In this case, the chassis members utilize the guide rails to absorb the transverse force deflected by the stabilizing element, and the contact of the outer section of the stabilizing element with the chassis member prevents rotational movement of the stabilizing element relative to the axle member. This results in a particularly simple construction, allowing the transverse force to be transferred to the frame using straightforward means. According to one design, the guide rails can have a round cross-section and each extend through a guide hole drilled in the element of LrERnn / nznz / B / Yi stabilization, to guide the stabilizing element along the longitudinal direction of the shaft element. The round cross-section can be circular, such that the guide rails can be at least partially shaped as cylindrical round bars. The arrangement of the stabilizing element on the rails in this manner makes it possible both to prevent rotational movement of the stabilizing element relative to the shaft element and to direct the transverse force towards the guide rails. Here, the stabilizing element is guided in the longitudinal direction along the guide rails. A predetermined clearance may be allowed between the guide bore and the guide rails, provided that, in case of a need to divert transverse forces, contact is permitted between the inner periphery of the guide bore and the guide rails.However, the arrangement of the guide rails in the guide holes can be zero-play, resulting in a highly precise arrangement. Instead of the circular hole corresponding to the guide rails, a longitudinal hole or something similar can also be provided. Furthermore, a groove or break can be provided on the periphery of the hole, allowing for some flexibility on its inner periphery. Additionally, instead of a hole, a forked, bifurcated shape can be provided in the stabilizing element, the inner sides of which can be engaged with the guide rails. According to one modality, a sliding coating can be applied to the surface of the stabilizing element that makes contact with the support module and / or on the surface of the support module that makes contact with the stabilizing element. This coating promotes the displacement of the stabilizing element together with the arrow element relative to the support module in the direction of the arrow element. LrERnn / nznz / B / Yi Any material and structure can be used, provided the desired effect is achieved, which is to facilitate the movement of the stabilizing element relative to the support group, for example, by reducing friction. For this purpose, elements or coatings of PTFE, ceramic materials, or similar materials are considered. According to a specific configuration between each end section of the shaft element and the wheel in question, a kinematic unit can be arranged to achieve articulated rotation of the wheel through a predetermined angular range. For example, the kinematic unit could be configured to allow an angular range of at least 175 degrees. The arrangement of the kinematic unit can be freely selected, provided that the aforementioned articulated rotational motion is achieved due to the translational movement of the shaft element. Articulated devices specifically designed for this purpose can be used for this purpose. According to one configuration, the kinematic unit may have an axial branch extending radially from the axis of rotation, capable of rotating around the axis of rotation along with the wheel. This branch is coupled to the shaft element via a transmission member supported on both sides in an articulated manner, adapted to translate the displacement of the shaft element into a rotation of the axial branch and, consequently, of the wheel. In this way, the translational motion of the shaft element is easily transformed into rotary motion to rotate the wheel. For this purpose, the kinematic unit may incorporate a plurality of transmission means leading to a predetermined operation.Thanks to the transmission members supported on both sides in an articulated manner, the transverse force is produced with the previously defined construction, which is especially relevant in the case of large turning angles that deviate from the straight direction. LPRRnn / nznz / E / Yii According to one embodiment, the transmission member can be coupled to the shaft element via an eyelet section positioned on the shaft element. The eyelet section can be of any shape, provided the transmission member can be hinged to it. The eyelet section can be positioned over the shaft section so that it is fixed in place. The eyelet section can also be integrally bonded to the shaft element. The eyelet section is specially designed to transfer force between the shaft element and the transmission member. In a particular embodiment, the stabilizing element can be coupled directly or indirectly to the eyelet section. In this way, the transverse force emanating from the transmission member is not transmitted to the shaft element, as this force is diverted by the stabilizing element to the frame.When the stabilizing element is not directly coupled to the eyelet section, the eyelet section transmits the transverse force from the transmission member, at least to the area of ​​the shaft element where the eyelet section is located. In this case, the stabilizing element is positioned in an area of ​​the shaft element close to the eyelet section, thus limiting the effects of the transverse force on the shaft element in this area. The transmission member may be connected to the eyelet section by a bolt connection, a ball head connection, or any other connection, provided that an articulated arrangement is possible and the corresponding force transfer can be achieved. According to one embodiment, the shaft element may at least partially be shaped as a spindle with a thread. This thread may be the outer thread. The thread may be single or multiple. Furthermore, the thread may be shaped as a trapezoidal thread or as a spherical spindle thread. The spindle may LeRRnn / nznz / B / Yii can be made of any useful material; however, it is advantageous to use a metal, especially steel. Due to the loads in some fields of application, a resistant material with a good surface finish may be used. According to one design, the electrically driven steering system may also include a conversion mechanism, which serves to convert the rotation of the electric motor into a translational movement of the shaft relative to the conversion mechanism. The conversion mechanism can have any structure that allows the conversion of the electric motor's rotation into the translational movement of the shaft. According to one embodiment, the shaft element can be fixed against rotation with respect to the conversion mechanism and its translational movement can be achieved by rotating a threaded component relative to the shaft element. This thread engages with the spindle thread. This concept creates a screw-like drive of the shaft element, thereby producing its translational movement. In this case, the shaft element can be fixed relative to the frame at the desired positions. Specifically, the shaft element can be held fixed against rotation with the kinematic unit to which it is attached. In this case, the eyelet section can be fixed against rotation to the shaft element, while the eyelet section is, in turn, coupled against rotation to the transmission member articulated on both sides.In this case, the construction in question is such that rotation of the shaft element relative to the frame can be prevented. The threaded component can be rotatably provided in the conversion mechanism. Here, the threaded component cannot move in the longitudinal direction of the shaft element, thus preventing rotation of the threaded component relative to the shaft element. LPRRnn / nznz / E / Yii enables translational movement. The connection between the electric motor and the threaded component of the conversion mechanism can be freely selected and may include gear mechanisms, belt mechanisms, or others. The threaded component can be configured as a ball system, which improves friction and operating accuracy. However, any type of threaded component can be used, as long as its rotation relative to the shaft element leads to the desired position. A system in which the spindle rotates while the threaded component remains stationary is also possible. The system elements can be easily adapted. According to one configuration, the electric motor is coupled to the threaded component to cause the rotation of the threaded component of the conversion mechanism. The electric motor can have any desired construction, provided it allows for sufficient positioning accuracy. For example, brushless motors can be used, in which the provided sensors can be used for positioning. However, it is also possible to use other motors and to incorporate sensors into the system that allow for positioning or control of the electric motor's rotation. According to one configuration, the electrically driven steering system may also include a control device designed to regulate the rotation of the electric motor so that the actual turning radius approximates a nominal turning radius. In this case, the control device can detect the position, angular velocity, and optionally other parameters of the electric motor or steering system, and, considering the predetermined nominal turning radius, control the motor accordingly. The nominal turning radius can be generated by a steering wheel operated by the vehicle's driver using appropriate sensors. Specifically, turning the steering wheel produces a signal, which the control device converts into a nominal turning radius.Thus, with the aid of the control device, the electrically driven steering system can be controlled to achieve the steering wheel's predetermined turning radius. The predetermined nominal turning radius can also be supplied by an automatic system. In particular, a driverless system can be used, in which the nominal turning radius is predetermined by a computer system. Additionally, a zero turning radius can be predetermined as the nominal turning radius via the control element or an external control device. This adjusts the steering wheels of the electrically driven steering system so that the vehicle on which the steering system is mounted can be operated with zero turning radius functionality.In the case of zero-turn radius functionality, the steerable wheels are positioned so that the vehicle turns around a central axis, which intersects the non-steerable axle along a line connecting the wheel centers. Zero-turn radius functionality can also be called zero-angle turning functionality, which allows for a turning radius of zero or near zero relative to the axis of the vehicle's non-steerable wheels. This means that a specific radius is not required to perform a turn. According to one design, the frame can be attached to the vehicle via a central flange unit. This central flange unit creates a portal-like structure, allowing the frame to be moved relative to the vehicle. This enables the vehicle to compensate for uneven surfaces. Additionally, a damping system can be provided to cushion the frame's tilting motion relative to the vehicle. LrRRnn / nznz / B / Yi According to one modality in the case of electrically driven driving systems, the elements corresponding to the drive of the steering system can be placed in an area that is above the centers of rotation of the wheels, preferably above the wheels. According to one configuration for electrically operated steering systems, the conversion mechanism components can include the steering shaft, the kinematic unit, and optionally, the electric motor. This arrangement allows for a steering system in which the directed wheel rotation is not restricted or prevented by the steering system components. In this way, the corresponding components can be assembled compactly. The electric motor can optionally be located outside this assembly. According to one configuration of the electrically driven steering system, the compartment can be sealed to protect the components from the environment. This arrangement protects the relevant components from external influences, particularly dirt and moisture. However, the compartment does not have to be completely sealed; it can have openings, such as ventilation holes. A removable cover allows access to this area when necessary, for example, for maintenance. According to one or more of the above modalities, a vehicle may be provided with a vehicle chassis and at least one electrically driven steering system mounted on the chassis via a frame. The vehicle may be any desired vehicle. Furthermore, the vehicle may be an industrial vehicle or any other transport vehicle. The vehicle may be provided with two axles, where one of the axles is equipped with the electrically driven steering system. LeRRnn / nznz / B / Yii electrically, while the other axle cannot be steered. Additionally, in the case of a two-axle vehicle, both axles can be equipped with an electrically driven steering system in accordance with one or more of the previously discussed configurations. This makes possible, in particular, an articulated four-wheeled vehicle, which provides a wide range of steering options. Specifically, this design allows for curved trajectories, overpasses, or similar configurations with four-wheel steering. If both axles have an electrically driven steering system with zero-turn radius functionality, it is also possible to rotate the vehicle around a raised axle that extends through the vehicle. A counterbalance forklift may have the following: a vehicle chassis; a lifting structure positioned forward in the longitudinal direction of the vehicle with a fork carriage; a counterweight that increases stability, positioned at the rear in relation to the longitudinal direction of the vehicle, which is arranged to counteract the tipping of the counterbalance forklift; at least one front wheel positioned forward with respect to the longitudinal direction of the vehicle, wherein the counterbalance forklift also has an electrically driven steering system according to one or more of the modalities discussed above, which is positioned on the vehicle chassis through the frame, at the rear in relation to the longitudinal direction of the vehicle and which is arranged to drive the rear wheels of the counterbalance forklift. The invention can be applied particularly advantageously to counterbalance forklifts, since on the one hand it meets the requirement of complete electrification of the vehicle's components, and on the other hand, radio functionality is very important. LrERnn / nznz / B / Yi zero turning radius in such vehicles. With the aid of the present invention, a simple electrically driven steering system can be used in vehicles with high sides where zero turning radius functionality is advantageous. In particular, with the proposed steering system, it is possible to use a system sensitive to lateral forces and thus obtain a wide turning angle range. Brief description of the figures Figure 1 shows a perspective view of an electrically driven steering system according to a first implementation; Figure 2 shows the electrically driven steering system of Figure 1 from another perspective; Figure 3 shows the electrically driven steering system of Figure 1, positioned at a first turning angle; Figure 4 shows the electrically driven steering system of Figure 3 from another perspective; Figure 5 shows the electrically driven steering system of Figure 1 positioned at a turning angle that has a turning radius of zero; Figure 6 shows the electrically driven steering system of Figure 5 from another perspective; Figure 7 shows a detailed perspective view of a transverse force absorption mechanism, which is used in the implementation of Figure 1; Figure 8 shows a perspective view of an electrically driven steering system according to a second implementation; Figure 9 shows the electrically driven steering system of Figure 8 from another perspective; LeRRnn / nznz / B / Yii Figure 10 shows the electrically driven steering system of Figure 8 positioned at a second turning angle; Figure 11 shows the electrically driven steering system of Figure 10 from another perspective; Figure 12 shows the electrically driven steering system of Figure 8 with a turning angle without a required turning radius; Figure 13 angle of rotation with zero radius of rotation 12 from another perspective; Figure 14 shows a detailed perspective view of a transverse force absorption mechanism, which is used in the implementation of Figure 8; Figure 15 shows a perspective view of an electrically driven steering system according to a third implementation; Figure 16 shows the electrically driven steering system of Figure 15 with an enclosed housing; Figure 17 shows the electrically driven steering system of Figure 15 positioned at a third turning angle; Figure 18 shows the electrically driven steering system of Figure 15 positioned at a turning angle that has a turning radius of zero; Figure 19 shows a detailed perspective view of a transverse force absorption mechanism, used in the embodiment of Figure 15; and Figure 20 shows a perspective view of a vehicle configured as a counterbalance forklift, in which an electrically driven steering system is used according to the implementations. Detailed description of the implementations of the invention LrERnn / nznz / B / Yi Specific embodiments of the present invention will now be described in more detail with reference to the accompanying figures. The figures are primarily schematic in nature. They serve solely to illustrate the invention and shall not limit the scope of protection of the claims. Figure 1 shows the electrically driven steering system 1 for a vehicle 2. The vehicle is, for example, a counterbalance forklift, further described below with reference to Figure 20. The electrically driven steering system 1 has two wheels 4, whose suspension is essentially identical and, due to the construction on either side of the system, are mirror images of each other. The embodiments in some positions will be described below with reference to wheel 4 and its control and suspension; this description can also be applied to the second wheel 4 of the steering system. The electrically driven steering system 1 is positioned both vertically and horizontally between the two wheels 4, thus achieving optimal use of space. The electrically driven steering system 1 has a frame 3 that can be coupled to a vehicle chassis 2. Two wheels 4 are rotatably mounted on the frame 3. The movement or rotation of the wheels 4 is caused by the displacement of a shaft element 5 located between the wheels 4. The movement of the shaft element 5 is a displacement along a defined path. Between the electric machine 6 and the shaft element 5 there is a purely mechanical connection. In order to compensate for the transverse forces acting especially in the area of ​​maximum steering angle, the present invention proposes the use of a transverse force absorption mechanism 7, which is shown in detail in Figure 7 and is LeRRnn / nznz / B / Yii will be described below. The transverse force absorption mechanism 7 in the present embodiment features a support frame 8. In the case of the turning angle shown in Figure 1, the vehicle 2 during forward movement does not perform any steering movement, i.e., it moves straight. As shown in Figure 2, the electric motor 6 is positioned longitudinally relative to the shaft element 10, which extends transversely along the vehicle. The rotation of an output shaft of the electric motor 6 is converted by a conversion mechanism 11 into a free rotational displacement of the shaft element 5. In this embodiment, the shaft element 5 is configured as a threaded spindle. A displacement of the shaft element 4 is transmitted to a kinematic unit 13 via an extension of the shaft element 12, which in turn rotates the wheel 4. The kinematic unit 13 comprises an axial branch 21 and a transmission member 22, as shown in Figure 1. In this embodiment, the axial branch 21 is a single piece with a portion contacting the hub of the wheel 4 and a portion surrounding a swivel pivot axis 19.The axial branch 21 is characterized by its radial projection from the maneuvering pivot axis 19. The transmission member 22 is articulated to the axial branch 21. For example, a bolt 20 and two holes in the transmission member 22 enable the articulated rotation between the axial branch 21 and the transmission member 22. To allow for a high rotational period of the axial branch 21, and consequently of the wheel 4, the transmission member 22 is also articulated at its end to the axial branch 21. For this purpose, the transmission member 22 is coupled to the extension of the shaft element 12 by a similar bolt-and-hole swivel joint. The extension of the shaft element 12 is fixedly attached to the shaft element 5. LrRRnn / nznz / B / Yi and thus allows the transmission of the movement of the transmission member 22 as part of the kinematic unit, to the shaft element 5. The axial branch 21 transmits a force between its end adjacent to the transmission member 22 and the extension of the shaft element 12. This force, regardless of the rotation, is transmitted at different angles to the shaft element 5. The greater this angle, the greater the fraction of the transverse force relative to the total transmitted force. To enable the shaft element 5 to perform its function even under the presence of greater transverse forces, the invention provides a transverse force absorption mechanism 7. In cases of steering movements of vehicle 2, produced by the electrically driven steering system 1, a normal force, as well as a transverse force, acts on the wheel 4 in question, from the base on which the vehicle 2 moves. The transverse force in this case passes through the previously described motion transmission train in the opposite direction from wheel 4 to the shaft element 5. In this embodiment, a stabilizing element 14 is positioned directly downstream of the extension of the shaft element 12, along the path of the transverse force from wheel 4 to shaft element 5. This element is rigidly mounted on shaft element 5 to absorb the transverse forces present there. The stabilizing element 14 is shaped like fins, therefore it has two fin elements 15. These fin elements 15 are separated by 180° from each other and narrow in the direction of the increasing radial distance with respect to the shaft element 5. The fin elements 15 are in contact with the support module 8, to conduct the absorbed transverse force to the support module 8. In the present embodiment, the support module 8 has, on each side, that is, on each wheel 4, LeRRnn / nznz / B / Yii Two guide rails 16. The guide rails 16 are positioned in the equivalent position in the longitudinal direction of the vehicle 9, but differ in their vertical direction. Each guide rail 16 is shaped open towards the arrow element 5, in order to receive the stabilizing element 14 or the fin elements 1. By this term, "receives" is meant a partial insertion of the fin elements 15 into the guide rails 16. The stabilizing element 14 works in conjunction with the guide rails 16 such that, in the event of a displacement of the shaft element 5, to which the stabilizing element 14 is rigidly coupled, it moves around the travel path along the longitudinal direction of the shaft element on the guide rails 16, which are rigidly mounted on the frame 3. A relative rotation of the stabilizing element 14 with respect to the guide rails 16, which could be induced due to high transverse forces, is prevented by the form fit. This facilitates the efficient elimination or deflection of the transverse forces of the shaft element 5 on the frame 3. The guide rails 16 are open to the shaft element 5 and are shaped like slots or cavities. The lateral contour of the slots is complementary to the end section of the corresponding fin elements 15 that are inserted into the cavity. Figure 2 shows the electrically driven steering system 1 of Figure 1 from another perspective, showing the sides of the electrically driven steering system 1, in which the electric motor 6 is located. The frame 3 has a frame wall 303, which joins a lower frame platform 301 and an upper frame platform 302. The frame wall 303 reduces the entry of dirt into the electrically driven steering system 1. The electric motor 6 is positioned in the vehicle's transverse direction 10, midway between the two wheels 4. In the vertical direction, the electric motor 6 is located in the lower part of the frame 3, that is, in the LPRRnn / nznz / E / Yii lower support platform area 301. A center flange unit 18 is positioned in the transverse direction of the vehicle 10, midway between the two wheels 4. The center flange unit 18 is positioned in the vertical direction on top of the frame 3 and thus allows a modular connection of the electrically driven steering system 1 to the chassis 34 of the vehicle 2. The center flange unit 18 consists of a clutch portion 181 and a pivot portion 182. The clutch portion 181, by means of connecting rods 183, for example, screws, allows the positioning of the frame 3 onto the chassis 34 of the vehicle 2. The pivot portion 182 allows the pivoting movement of the frame 3 around the longitudinal axis of the pivot portion 182, relative to the clutch portion 181.This makes it possible to move the vehicle 2 in relation to the electrically driven steering system 1, especially on non-uniform surfaces. Figure 3 shows the electrically driven steering system 1 of Figure 1 with a proposed first turning angle. With the turning angle shown in Figure 3, the vehicle 2 is cornering. Compared to Figure 1, in the view of Figure 3, the stabilizing elements 14 in the area of ​​the individual wheels 4 are offset to the right in their position along the vehicle's lateral direction 10 with respect to the support module 8. This offset to the right occurs in relation to a movement of the shaft element 5, which is in turn produced by the electric motor, with the conversion mechanism 11 being interconnected. The displacement of arrow element 5 is converted using the unit é*. Kinematics 13 in a rotation, that is, a directed rotation of the wheels 4. This rotation causes an increase in the angle between the left transmission member 22 in Figure 3 and the shaft element 5. The torque caused by the transmission member 22 therefore presents a greater fraction of the transverse force. To compensate for this force, the transverse force absorption mechanism 7 is placed in the area of ​​the shaft element 5, to absorb it by diverting the transverse force in the frame 3. Between the support module 8 of the transverse force absorption mechanism 7 and the shaft element is the fin-shaped stabilizing element 14. Figure 4 represents the electrically driven steering system 1 with the proposed turning ring of Figure 3 from another perspective, showing the side of the electrically driven steering system 1 where the electric machine 6 is mounted. On the wheel 4 shown on the right in Figure 4, it can be seen that the axial branch 21 is connected to the wheel carrier 30 of the wheel 4. The axial branch 21 can be provided in this case as an integral part of the wheel carrier 30. As also shown in Figure 2, the electric machine 6 is mounted on the frame 3. Figure 5 shows the electrically actuated steering system 1 of Figure 1 with a steering angle of zero turning radius. In the case of the steering angle shown in Figure 5, the vehicle 2, equipped with one non-articulated axle and one articulated axle, turns at a point on or near a line connecting one of the two wheels 37 (see Figure 20). Preferably, the midpoint is located halfway along this line connecting the wheels 37. In this way, the vehicle 2 is driven, relative to the line connecting the wheel 37 to the non-articulated axle, with a purely rotary motion and no forward movement, resulting in a zero turning radius. At the zero turning radius, the transverse forces acting on the shaft element 5 are at their maximum. The axial branch 21 is directed longitudinally with respect to the shaft element 5.The distance between the arrow element 5 and the axial branch 21 perpendicular to the arrow element 5 is bridged by the transmission member 22 supported articulated on both sides. LeRRnn / nznz / B / Yii The transmission member 22, thanks to its articulated position, is adapted to transmit force but no torque. This force is divided into a transverse force and a force normal to the shaft element 5. The greater the angle between the transmission member 22 and the shaft element 5—that is, the greater the provided turning angle—the greater the proportion of the transverse force compared to the normal force. In the case of a steering angle with no turning radius, the proportion of the transverse force is consequently at its maximum. According to the invention, the transverse force absorption mechanism 7 is located on the frame 3. Thus, even under maximum transverse force applications on the shaft element 5, sufficient stabilization of the shaft element 5 is achieved to ensure reliable operation of the electrically driven steering system 1. The steering angle without turning radius shown in Figure 5, compared to the situations in Figures 3 and 3, shows the stabilizing elements in question 14 in the area of ​​the individual wheels 4 in their position along the transverse direction of the vehicle 10 relative to the support module 8 in the view of Figure 3, displaced each time to the right. The stabilizing element 14 shown on the right in Figure 5 is displaced to an outer position adjacent to the wheel 4. This position may have an outer stop 39.When the stabilizing element 14 is at the outer stop 39, the maximum steering angle is achieved, i.e., the turning radius is zero. The stabilizing element 14 shown in Figure 5 is pushed to an inner stop 40 adjacent to the transmission mechanism 11. When the stabilizing element 14 is at the inner stop 40, the maximum steering angle is also achieved, i.e., the turning radius is zero. For ease of construction, either an outer stop 39 or an inner stop 40 can be used. Figure 6 shows the electrically driven steering system 1 with the angle The proposed steering LrERnn / nznz / B / Yi of Figure 5 in another perspective showing the side of the electrically driven steering system 1, on which the electric machine 6 has been placed. In the wheel 4 shown on the right in Figure 6, it can be observed that the axial branch 21 essentially extends along the axis defined by the shaft element 5, that is, along the frame 3. In the wheel 4 shown on the left in Figure 6, the transmission member 22 is observed, which spans the axial distance between the axial branch 21 and the shaft element 5, as described with respect to Figure 5. Figure 7 shows the components involved with respect to the deflection of the transverse force of the shaft element 5 to the frame 3 according to the first embodiment. Between the shaft element 5 and the support module 8 of the transverse force absorption mechanism 7, the stabilizing element 14 is arranged. For clarity, only the lower part of the support module 8, i.e., a guide rail 16, is shown. According to the first embodiment, the guide rail 16 has a cross-section open towards the stabilizing element 14, into which an outer section 141 of the stabilizing element 14 is inserted along the longitudinal direction of the shaft element, such that the guide rail 16 limits the rotational movement around the longitudinal direction of the shaft element. In the case of a directed movement, the stabilizing element 14 moves along the guide rail 16. To minimize friction during this movement, a sliding cover 33 has been placed on the outer section 141 of the stabilizing element 14. The sliding cover 33 is arranged on both sides of the outer section 141. The guide rail 16 has two sliding surfaces 161 on its side adjacent to the sliding cover 32. These minimize friction losses in the case of a steering-induced displacement. If a force is transmitted through the extension of the shaft element 12 The transverse LrERnn / nznz / B / Yi extends from the transmission member 22 to the shaft element 5 and is transmitted through the stabilizing element 14 to the guide rail 16. Both the sliding surfaces 161 and the rail flange 162 are arranged to serve as a pair of effective areas between the stabilizing element 14 and the guide rail. The stabilizing element 14 has two fin elements 15 adjacent to the guide rail 16, which taper outwards towards the guide rail 16. The extension of the shaft element 12, as shown in Figure 7, can be integrated into all embodiments of the present invention. This extension comprises an eyelet section 23 at an end adjacent to the wheel 4 of the shaft element 12 extension, a shoulder section 24, and a cylindrical section. The eyelet section 23 ensures a rotatable, articulated connection with the transmission member 22. The shoulder section 24 serves as a stop for the stabilizing element 14, securing it in a geometrically defined manner to the end section of the shaft element 5. The stabilizing element 14 is fixed to the cylindrical section. Connection options for this include, for example, a press fit and / or securing the stabilizing element 14 with a retaining ring. The stabilizing element 14 has a central zone 26 and two radial outer sections 141.The central zone 26 has a central hole, which fits snugly onto the cylindrical section of the shaft element extension 12. The central zone 26 is shaped similarly to a rhombus. The eyelet section 23 is attached to the transmission member 22 in such a way as to prevent rotation of the shaft element 5 attached to the eyelet section 23. A second modality of the electrically actuated steering system 1 is shown in Figures 8 to 14. In Figure 8, analogously to Figure 1, the electrically actuated steering system 1 is shown without a predetermined steering angle, that is, with a LrERnn / nznz / B / Yi straight advance. The components and their operation have already been described with respect to the first mode. For this reason, the differences between the modes will be described below. The configuration shown in Figure 8 differs from that in Figure 1 in that the guide rails 16 of the support module 8 have at least a partially round cross-section. The stabilizing element 14, and in particular the fin elements 15 at one end opposite its shaft element 5 (viewed from this base), have a guide perforation 17 extending parallel to the shaft element 5. This guide perforation is described in more detail with reference to Figure 14. With regard to the arrangement of the stabilizing element 14 and its function in the transverse force flow, the configuration in Figure 8 corresponds to that in Figure 1. In this case, four guide rails 16 with a partially round cross-section are arranged, each extending parallel to the shaft element 5. Each wheel 4 is assigned two guide rails 16, one above and one below the shaft element 5.The diameter of the guide rails 16 is smaller than the diameter of the shaft element 5. It is also possible to configure the guide rails 16 continuously so that the electrically driven steering system 1 has a total of two guide rails 16 instead of four. Figure 9 shows the electrically driven steering system 1 of Figure 8 from another perspective, showing the sides of the electrically driven steering system 1, in which the electric motor 6 is located. The electric motor 6 is positioned transversely to the vehicle 10, midway between the two wheels 4. In the vertical direction, the electric motor 6 is located in the lower part of the frame 3, that is, in the area of ​​the lower frame platform 301. In the case of the wheel arrangement in Figure 9, the axial branch 21 extends essentially perpendicular to the shaft element. LPRRnn / nznz / E / Yii 5. Figure 10 depicts the electrically driven steering system 1 of Figure 8 with a second proposed steering angle. With the steering angle shown in Figure 10, the vehicle 2 performs a curved movement. Compared to Figure 8, the stabilizing elements 14 in the area of ​​the individual wheels 4, in their position along the perpendicular direction of the vehicle 10 relative to the support module 8 in the view of Figure 10, are displaced to the left. This displacement to the left is caused by the shaft element 5, which was driven by the electric motor 6 under the switching of the conversion mechanism 11. The displacement of the shaft element 5 is converted into a rotation, that is, a directed rotation of the wheels 4, by the kinematic unit 13. This rotation causes an increase in the angle between the transmission member 22 in Figure 10 and the shaft element 5.The force emanating from the transmission member 22 exhibits a greater transverse force component than in the case of a steering angle for straight movement. To compensate for this transverse force component, the transverse force absorption mechanism 7 is positioned in the area of ​​the shaft element 5, absorbing and diverting the transverse force within the frame. In this case, the fin-shaped stabilizing element 14 is positioned between the support module 8 of the transverse force absorption mechanism 7 and the shaft element 5. Figure 11 shows the electrically actuated steering system 1 with the proposed steering angle from Figure 10 in another perspective, and Figure 12 shows the electrically actuated steering system 1 from Figure 8 with zero turning radius steering. The individual components of the electrically actuated steering system 1 are explained based on the previously described figures and are therefore not LPRRnn / nznz / E / YiAi provide further details regarding Figures 11 and 12. In the case of the steering angle represented in Figure 12, the vehicle, equipped with a non-articulated axle and an articulated axle with this electrically actuated steering system 1, rotates around a point on the line connecting both wheels 37 (see Figure 20). Preferably, the midpoint is located halfway along the line connecting the wheels 37. In this way, the vehicle 2 performs a pure rotary motion without forward movement with respect to the line connecting either of the wheels 37 of the non-articulated axle, resulting in a turning radius of zero. In the case of a turning radius of zero, the transverse forces acting on the shaft element 5 are at their maximum. The axial branch 21 is directed longitudinally with respect to the shaft element 5.The distance between the shaft element 5 and the axial branch 21, perpendicular to the shaft element 5, is bridged by the transmission member 22, which is hinged on both sides. Thanks to its hinged arrangement, the transmission member 22 is adapted to transmit force but no torque. This force is divided into a transverse force and a normal force for the shaft element 5. The greater the angle between the transmission member 22 and the shaft element 5—that is, the greater the proposed steering angle—the greater the proportion of transverse force compared to the normal force. In the case of a steering system with no turning radius, the proportion of transverse force is consequently at its maximum. According to the invention, the transverse force absorption mechanism 7 is located in the electrically driven steering system 1.Thus, even in the case of applying the maximum transverse force on shaft element 5, sufficient stabilization of shaft element 5 is obtained to ensure reliable operation of the electrically driven steering system 1. Figure 13 represents the electrically driven steering system 1 with a LrRRnn / nznz / B / Yi proposed steering angle 12 in another perspective, showing the side of the electrically driven steering system 1, in which the electric machine 6 has been placed. The electric machine 6 is halfway in the area of ​​the lower chassis platform 301. The electric machine 6 has a dimension even in the case of a steering without turning radius a sufficient distance is maintained between the electric machine 6 and the wheel in question 4. Figure 14 depicts the components involved in diverting the transverse force of shaft element 5 towards support 3, according to the second embodiment. Between shaft element 5 and support module 8 of the transverse force absorption mechanism is the stabilizing element 14. For clarity, only the lower portion of support module 8, i.e., a guide rail 16, is shown. In this embodiment, the guide rail 16 has a round cross-section and rests on a rail base 163. The guide bore 17 is located in the stabilizing element. In this case, it is essentially C-shaped, meaning it is open outwards when viewed from shaft element 5. The guide bore 17 is designed to guide the stabilizing element 14 along the longitudinal direction of the shaft element.The guide rail 16, according to this modality, extends in such a way through the guide perforation 17 of the stabilizing element 14, that the stabilizing element 14 is limited in its rotary movement around the longitudinal direction of the shaft element, by the guide rail 16 itself. In the case of directed movement, the stabilizing element 14 moves along the guide rail 16. To minimize friction at all times, the guide bore 17 is formed in a sliding sleeve 331. This sliding sleeve 331 is grooved to fit the outward-opening guide bore 17. If a transverse force is transmitted from the member onto the extension of the shaft element 12, LeRRnn / nznz / B / Yii transmission 22 to the shaft element 5 and subsequently through the stabilizing element 14 to the guide rails 16, the guide bore section 17 which is open outwards, can transmit a force to the base of the rail 163 and thereby serve as a pair of effective areas between the stabilizing element 14 and the guide rails 16. The stabilizing element 14 has two fin elements 15 adjacent to two of the corresponding guide rails 6, which narrow outwards, that is, towards the guide rails 16. Two outer sections 141 connect from the central zone outwards. Along the perpendicular direction of the shaft element, the outer sections 141 are longer than the central zone 26. In this way, the guide perforations 17 have a surface area 10 large enough to transmit the transverse force driven by the shaft element 5 onto the guide rails 16. The outer sections 141 narrow outwards. Thus, the cross-section of the stabilizing element 14 assumes a rhomboid shape. A third embodiment is shown in Figures 515 to 19. In this embodiment, the shaft element 5 and the transverse force absorption mechanism 7 are located above the central flange unit 18. Consequently, there is an empty volume in the area between the two wheels 4.Since the directed rotation of the wheels 4 is induced in the present mode above the wheel 4 in question, the dynamic stability of the electrically driven steering system 1 is increased. The frame 3 is also located above the wheels 4. In this case, the support module 8 is provided on the frame 3 along the C- or U-shaped shaft element 5. The support module 8 has two sections on the side of the wheel 4 in question, each of which has two chassis branches 28 and a chassis base 29. The kinematic unit 13, which in turn is formed by the axial branch 21 and the transmission member 22, transforms the displacement caused by the shaft element 5 into rotation, as follows. LPRRnn / nznz / E / Yii was described above with respect to the previous modalities. Rotation is transmitted via the wheel carrier 30 to the wheels 4 in question. In this case, the wheel carrier 30 is L-shaped. A pulse generator 31 is arranged along the maneuvering pivot axis 19 to detect the wheel's rotation angle and transmit it to a control device. The electric machine 6 is located above the shaft element 5. The conversion mechanism 11 from the electric machine to the conversion mechanism 11 is achieved in this case by means of a chain drive. Figure 16 shows the electrically driven steering system 1 of Figure 15 with a housing 25 installed. This protects the mechanism according to the invention from the ingress of dirt. Furthermore, the conversion mechanism 11 in this case features a chain guard 27 to enhance the reliability of the active coupling between the electric motor 6 and the shaft element 5. The other components of Figure 16 have been described in relation to the preceding figures and can be applied accordingly to the present embodiment. Figure 17 depicts the electrically driven steering system 1 of Figure 15 with a third steering angle. With the steering angle shown in Figure 17, the vehicle performs a turning motion. Compared to Figure 15, the stabilizing elements 14 in the area of ​​the individual wheels are displaced to the left in their position along the vehicle's transverse direction 10 relative to the sections of the support module 8 in the view of Figure 15. This displacement to the left is caused by the shaft element 5, which was driven by the electric motor 6 under the switching of the conversion mechanism 11. The displacement of the shaft element 5 is transformed into rotation by means of the kinematic unit 13; that is, a rotation directed at the wheels. This rotation causes the angle between the member of LPRRnn / nznz / E / YiAi transmission 22 right in figure 17 and the shaft element 5. The force coming from the transmission member 22 therefore has a greater transverse force component. To compensate for this, the transverse force absorption mechanism 7 is located in the area of ​​the shaft element 5, to absorb it by diverting the transverse force to the frame 3. In this case, the fin-shaped stabilizing element 14 is placed between the support module 8 and the shaft element 5. Figure 18 shows the electrically driven steering system 1 of Figure 15 with zero turning radius. In the case of the turning angle depicted in Figure 18, the vehicle 2, equipped with an articulated axle and a non-articulated axle, and fitted with this electrically driven steering system 1, rotates around a point located on a line connecting the two wheels 37 (see Figure 20). Preferably, the point is located midway along the line connecting each wheel 37. In this way, the vehicle 2, with respect to each wheel 37, moves along a line connected to the non-articulated axle with a purely rotational motion, without forward movement, and achieves a zero turning radius. In the case of a zero turning radius, the transverse forces acting on the shaft element 5 are at their maximum. The axial branch 21 is arranged in this case in the longitudinal direction with respect to the shaft element 5.The distance between shaft element 5 and axial branch 1 is bridged by transmission member 22, which is perpendicular to shaft element 5 and hinged on both sides. Thanks to its hinged arrangement, transmission member 22 is designed to transmit a force but no torque. This force is divided into a transverse force and a normal force with respect to shaft element 5. The greater the angle between transmission member 22 and shaft element 5—that is, the greater the provided direction angle—the greater the proportion of the transverse force relative to the normal force. LrERnn / nznz / B / Yi normal. Consequently, in the case of a steering system with no turning radius, the fraction of the transverse force will be at its maximum. According to the invention, the transverse force absorption mechanism 7 is arranged in the electrically driven steering system 1. Thus, even under maximum transverse forces on the shaft element 5, sufficient stabilization of the shaft element 5 is obtained to ensure reliable operation of the electrically driven steering system 1. Figure 19 shows the components involved in the deflection of the transverse force on frame 3 according to a third modality. The stabilizing element 14 is located between the shaft element 5 and the support module 8 of the transverse force absorption mechanism 7. Each element of the support module 8 has two chassis arms 28 and a chassis base 29 connecting the chassis arms 28. The stabilizing element 14 has two fin elements 15, which protrude from the shaft element 5. In this case, the fin elements 15 extend in the horizontal plane. The force-transmitting grip between the stabilizing element 14 and the support module 8 is achieved via a ridge-shaped protrusion 32 on each chassis arm. 28. Analogously to the other modalities, rotation around the pivot axis defined by the arrow element 5 is thus avoided, while displacement along any pivot axis is possible. On the front sides of the end sections of both fin elements 15 of the stabilizing element 14, there is a sliding cover 33 on both sides of the outer section 141 of the stabilizing element 14. This facilitates the movement of the stabilizing element 14 during a maneuver, along the support module 8, and reduces the coefficient of friction. The force transfer necessary for efficient deflection of the transverse force from the stabilizing element 14, according to the principles of the present invention, in the third LeRRnn / nznz / B / Yii modality is carried out by form closure through the respective shoulder 32 in the chassis branch 28. If through the extension of the shaft element 12 a transverse force is transmitted from the transmission member 22 on the shaft element 5 and from there through the stabilizing element 14 on the support module 8, both the sliding surfaces as well as the point of contact between the outer sections 141 and the shoulder 32 are adapted to serve as a pair of effective areas between the stabilizing element 14 and the support module 8. The stabilizing element 14 has two fin elements, which narrow outwards, that is, towards the chassis branches 28. Figure 20 shows a vehicle 2, which, for example, is configured as a counterbalance forklift 2. An electrically driven steering system 1 is integrated into the rear of this vehicle 2. The frame 3 of the electrically driven steering system 1 is fixed to the vehicle chassis 354. A lifting structure 35 is arranged at the front of the vehicle 2, which has a fork carriage 36, as well as at least one front wheel 37. A counterweight 38 is arranged at the rear, in accordance with the principle of the counterbalance forklift 2. In the previously discussed embodiments, the electrically driven steering system 1 features a conversion mechanism 11, which is designed to convert a rotation of the electric motor 6 into a translational movement of the shaft element 5 relative to the conversion mechanism 11 or relative to the frame 3. The conversion mechanism 11 is configured to enable the conversion of the electric motor's rotation into a translational movement of the shaft element. In one embodiment, the shaft element 5 remains stationary relative to the conversion mechanism 11, and the translational movement of the shaft element 5 is achieved by the rotation of a threaded component that engages with the thread of the shaft element 5. LeRRnn / nznz / B / Yii shaped as a sleeve in relation to the shaft element 5. Through this concept, a screw-like drive of the shaft element 5 is produced, thereby obtaining the translational movement of the shaft element 5. Initially, the shaft element 5 is supported on the frame 3. In one embodiment, the shaft element 5 is held rotationally fixed by the associated kinematic unit 13. In this case, the eyelet section 23 is fixed to the shaft element 5, while the eyelet section 23 is again held rotationally fixed relative to the longitudinal axis of the shaft element 5 and coupled to the transmission member 22, which is articulated on both sides. In this embodiment, the design is such that rotation of the shaft element 5 relative to the frame 3 is prevented. The threaded component in this embodiment is provided with an internal thread and can be screwed into the conversion mechanism 11. Here, the threaded component is stationary in the longitudinal direction of the shaft element 5, such that rotation of the threaded component relative to the shaft element 5 enables translational movement. The connection between the electric machine 6 and the threaded component of the conversion mechanism 11, in some embodiments, includes gear mechanisms, belt mechanisms, and other means. In one embodiment, the threaded component is configured as a ball recirculation system, thereby improving friction and accuracy during operation. However, in other embodiments, threaded components with a different configuration may be used, provided that the rotation of the threaded component relative to the shaft element 5 leads to the desired function. In another embodiment, a system is used in which the shaft element 5, configured as a spindle, rotates, while the threaded component remains stationary. The system elements must be adapted accordingly. LrRRnn / nznz / B / Yi In one embodiment, the vehicle 2, used in the electrically driven steering system 1, has two axles. One axle functions as a drive axle and has non-steerable wheels, while the other axle of the electrically driven steering system 1 is equipped with steerable wheels 4. With a vehicle of this embodiment, a zero turning radius is achieved when the steerable wheels 4 assume positions such as those shown in Figures 6, 13, or 18. In this embodiment, the vehicle rotates around a raised axis extending through the line connecting the centers of the non-steerable wheels. The drive of the non-steerable wheels is then adapted accordingly to control the counter-rotation that occurs in the zero turning radius situation.In one mode, wheel hub motors are used to power the 4 maneuverable wheels in a complementary or alternative way to the non-maneuverable wheels. In another configuration, the vehicle may have two axles, both equipped with an electrically driven steering system. In this case, the vehicle can be controlled in such a way that it rotates around a raised axle that extends within the vehicle, specifically through its central section. In this configuration, all wheels are steerable, and wheel drive is provided, for example, by wheel hub motors. All the modalities have in common that, by using the conversion mechanism 11 and the shaft element 5 to obtain a directed movement of the maneuverable wheels 4, the influence of the transverse force coming from the kinematic unit 13 and acting on the conversion mechanism 11 and the shaft element 5 is reduced. This effect is particularly relevant in the case of high steering angles, such as in the case of zero turning radius functionality. With this, the present invention opens up the concept LeRRnn / nznz / B / Yii of the use, in a vehicle with zero turning radius functionality, of system components that are not primarily arranged for the absorption of transverse forces, such as the shaft element 5 shaped as a spindle, which is driven by a threaded component of the conversion mechanism 11, for example, by means of a system LPRRnn / nznz / E / Yii of ball recirculation. Reference numbers Steering system counterbalance forklift Frame 301 Lower frame platform 302 Upper frame platform 303 Frame wall Wheel Arrow element Electric machine 182 Pivot part 183 Connecting stem Maneuvering pivot axis Pin axial shaft transmission member Buttonhole section Shoulder section Accommodation Mechanism for absorbing forces 26 Central transverse zone Support module Chain protection Longitudinal direction of the vehicle chassis harness Perpendicular direction of the vehicle Chassis base Conversion mechanism Wheel support Arrow element extension Pulse generator kinematic unit Projection Stabilizing element Slippery coating 141 Outer section of fin element Guide rails 161 Slippery surface 162 Rail flange 163 Rail base Guide drilling Center flange unit 181 Clutch part 331 Sliding sleeve Vehicle chassis Lifting structure Forklift carrier trolley Front wheel Counterweight Outer stop Inner stop LPRRnn / nznz / E / YiAi

Claims

1. An electrically driven steering system (1) for a vehicle 2, wherein the electrically driven steering system (1) comprises the following: a frame (3) for mounting the steering system (1) on the chassis of a vehicle (2); two steerable wheels (4) rotatably mounted on the frame (3); a shaft element (5) mounted on the frame (3), which is movable in its longitudinal direction with respect to the frame (3); a kinematic unit (13), which is coupled to the shaft element (5) and transmits a displacement of the shaft element (5) into a steered rotation of the wheels (4);an electric machine (6), which is mechanically linked to the shaft element (5) to produce the displacement of the shaft element (5), and a transverse force absorption mechanism (7) that is arranged to absorb a transverse force caused by the kinematic unit (13), with respect to the shaft element (5), characterized in that the transverse force absorption mechanism (7) is arranged to absorb by diverting the transverse force acting on the support (3), between the kinematic unit (13) and the shaft element (5).; 2. An electrically driven steering system (1) for a vehicle (2), according to claim 1, characterized in that the transverse force absorption mechanism (7) is provided to divert a transverse force produced by the kinematic unit (13) to the frame (3).

3. Electrically actuated steering system (1) according to any one of claims 1-2, characterized in that the transverse force absorption mechanism (7) has a support module (8) attached to the frame (3), which absorbs the transverse force and at least extends partially along the shaft element.

4. Electrically actuated steering system (1) according to claim 3, characterized in that the support module (8) extends at least partially along the displacement path of the shaft element (5) and is positioned essentially parallel to the displacement path of the shaft element (5).

5. Electrically actuated steering system (1) according to claim 3 or 4, characterized in that the transverse force absorption mechanism (7) has a stabilizing element (14) that collaborates with the support module (8) to transmit the transverse force to the support module (8), which is provided between the shaft element (5) and the support module (8).

6. Electrically actuated steering system (1) according to claim 5, characterized in that the stabilizing element (14) is located in the area of ​​the end section of the shaft element (5) adjacent to the wheel (4) in question.

7. Electrically actuated steering system (1) according to one of claims 5 or 6, characterized in that the stabilizing element (14) is rigidly attached to the shaft element (5) to prevent displacement.

8. Electrically actuated steering system (1) according to any one of claims 5 to 7, characterized in that the stabilizing element (14) has fin elements (15) that protrude in two radial directions with respect to the arrow element 5.

9. Electrically actuated steering system (1) according to claim 8, characterized in that the fin elements (15) of the stabilizing element (14) are essentially wedge-shaped and taper outwards. LrRRnn / nznz / B / Yi 10. Electrically actuated steering system (1) according to any one of claims 3 to 9, characterized in that the support module (8) has at least two chassis branches (28), wherein one or both of the chassis branches (28) can come into contact with the stabilizing element (14).

11. Electrically actuated steering system (1) according to claim 10, characterized in that at least one, preferably each chassis branch (28), has at least one protrusion (32), which makes it possible for the stabilizing element (14) and the support module (8) to cooperate in at least one direction around the axis of rotation defined by the arrow element (5).

12. Electrically actuated steering system (1) according to one of claims 10 or 12, characterized in that the chassis branches (28) are connected to each other by means of a chassis base (29) such that the support module (8) has a cross-section at least partially C-shaped.

13. Electrically driven steering system (1) according to any one of claims 3 to 8, characterized in that the support module (8) on two opposite sides of the shaft element (5) has at least two guide rails (16) separated from each other, which extend along the shaft element (5).

14. Electrically driven steering system (1) according to claim (13), characterized in that the guide rails (16) each have a cross-section open towards the stabilizing element (14), in which an outer section (141) of the stabilizing element (14) is introduced along the longitudinal direction of the shaft element such that the guide rail (16) in question limits its rotational movement around the longitudinal direction of the shaft element.

15. Electrically driven steering system (1) according to LPRRnn / nznz / E / Yii 43 claim (13), characterized in that the guide rails 16 each have a round cross section and extend through a guide bore 17 positioned in the stabilizing element, to guide the stabilizing element (14) along the longitudinal direction of the arrow element.

16. Electrically actuated steering system (1) according to any one of claims 3 to 15, characterized in that a sliding coating (33) has been applied to one of the surfaces of the stabilizing element (14) that makes contact with the support module (8) and / or on a surface of the support module (8) that makes contact with the stabilizing element (14), which facilitates the displacement of the stabilizing element (14) together with the arrow element (5) in relation to the support module (8) in the longitudinal direction of the arrow element.

17. Electrically driven steering system (1) according to one of the preceding claims, characterized in that a kinematic unit (13) is placed between the end section of the shaft element (5) and the wheel (4) in question, which is shaped in such a way that it is possible to maneuver the wheel (4) in question in an angular range of at least 175°.

18. Electrically actuated steering system (1) according to claim 17, characterized in that the kinematic unit (13) has an axial branch (21) that protrudes radially from the pivot axis (19), and which can rotate around the pivot axis (19) together with the wheel (4), which is coupled to the shaft element (5) through a transmission member (22) supported on both sides in an articulated manner and which is adapted to translate the displacement of the shaft element (5) into a rotation of the axial branch (21) and thus of the wheel (4).

19. Electrically actuated steering system (1) according to LrERnn / nznz / B / Yi claim 18, characterized in that the transmission member (22) is coupled to the shaft element (5) through an eyelet section (23) positioned on the shaft element (5).

20. Electrically actuated steering system (1) according to one of the preceding claims, characterized in that the shaft element (5) is at least partially shaped into a spindle with a thread.

21. Electrically driven steering system (1) according to any of the preceding claims, characterized in that the electrically driven steering system (1) further comprises a conversion mechanism (II), which is arranged to convert a rotation of the electric machine (6) into a translational movement of the shaft element (5) with respect to the conversion mechanism (11).

22. Electrically driven steering system (1) according to claim 21, characterized in that the shaft element (5) is held rigidly to rotation relative to the conversion mechanism (11) and produces a translational movement of the shaft element (5) by means of the rotation with respect to the shaft element (5), of a threaded component that engages with the spindle thread.

23. Electrically driven steering system (1) according to claim 22, characterized in that the electric machine (6) is coupled to the threaded component to produce the rotation of the threaded component of the conversion mechanism (11).

24. An electrically driven steering system (1) according to any one of the preceding claims, characterized in that the electrically driven steering system (1) further comprises a control device arranged to control the rotation of the electric machine (6) such that an actual steering angle approximates a predetermined nominal steering angle. LrRRnn / nznz / B / Yi 25. Electrically driven steering system (1) according to one of the preceding claims, characterized in that the frame (3) can be connected to the vehicle (2) via a central flange unit (18).

26. Electrically actuated steering system (1) according to one of the preceding claims, characterized in that the elements involved in the actuation of the steering system are located in an area that is arranged above the centers of rotation of the wheels (4), preferably above the wheels (4).

27. Electrically driven steering system (1) according to claim 26, characterized in that the elements of the conversion mechanism (11) include the shaft element (5), the kinematic unit (13) and optionally the electric machine (6).

28. Electrically driven steering system (1) according to one of the preceding claims, characterized in that the area for protecting the elements is closed to the environment.

29. Vehicle (2) having a vehicle chassis (34) and at least one electrically driven steering system (1) according to one of the preceding claims, positioned through the frame (3) on the vehicle chassis (34).

30. Vehicle (2) according to claim 29, wherein the vehicle (2) can maneuver with a zero turning radius functionality.

31. A forklift comprising: a vehicle chassis (34), a lifting structure (35) with a fork carriage (36), arranged forward with respect to the transverse direction of the vehicle (9); a stability-enhancing counterweight (38), positioned at the rear with respect to the longitudinal direction of the vehicle (9), arranged to counteract the tipping of the counterbalance forklift (2); at least one front wheel (37) positioned forward with respect to the longitudinal direction of the vehicle (37), wherein the counterbalance forklift further comprises an electrically driven steering system (1) according to any one of claims 1 to 28, which is positioned on the vehicle chassis (34) via the frame (3), at the rear with respect to the longitudinal direction of the vehicle (9) and arranged to steer the rear wheels of the counterbalance forklift.

32. Counterbalanced hoist according to claim 31, wherein the counterbalanced hoist can maneuver with a zero turning radius functionality.

Images