EP2025639B1 - Method and components for producing substructures for industrial trucks - Google Patents

Description

The present invention relates to a method and kit group for producing a plurality of different substructures of industrial trucks, as well as an industrial truck produced with such a kit and a group of at least two industrial trucks.

Such a method and kit group is already known from WO-A-2007/014421.

The substructure or the chassis of an industrial truck is usually formed by a base frame and a counterweight attached to this base frame, wherein it has hitherto been customary to also fasten a steering device of the industrial truck to the base frame. For industrial trucks, however, different steering devices are used, depending on whether a single wheel or a twin wheel or two separate wheels are used on the steering device. When using a single wheel or a twin wheel usually a so-called steering block is used, whereas in the embodiment with two separate wheels steering with a swing axle is used. This results in such counterbalance forklifts in the popular sizes 3-wheel or 4-wheel vehicles, with the execution of a central rear twin wheel is referred to in the art as a 3-wheel vehicle. In such vehicles, as has already been indicated, both the swing axle and the steering block are fixed to the base frame, and the counterweight is also attached to this frame above the swing axle or the steering block.

From the external appearance and the structure ago 3-wheel and 4-wheel vehicles thus differ mainly in the steering device and arranged in the region of the steering counterweight. On a base frame can optionally be a counterweight for a 3-wheel or a 4-wheel vehicle will be mounted.

When attaching the different counterweights and the different steering devices on the base frame, it is therefore necessary that the base frame in its rear area, where the mentioned components are attached, depending on the used steering device and depending on the counterweight used differently, with a for a 4-wheel vehicle-prepared base frame can not be used to make a substructure for a 3-wheel vehicle.

In contrast, it is an object of the invention to simplify the construction of a base for trucks, so that a base frame can be used for both a 3-wheel vehicle and for a 4-wheel vehicle.

1. a) Bereitstellen von mehreren, gleichen oder unterschiedlichen Unterbaubasisrahmen,
2. b) Bereitstellen von unterschiedlichen Unterbaugegengewichten, die zum Einbau einer dem jeweiligen Unterbaugegengewicht zugeordneten Lenkeinrichtung aus einer Gruppe unterschiedlicher Lenkeinrichtungen vorbereitet sind oder jeweils bereits mit einer solchen ausgestattet sind,
3. c) Auswahl eines Unterbaubasisrahmens und des mit dem Unterbaubasisrahmen zu einem Unterbau zu verbindenden Unterbaugegengewichts nach Maßgabe eines gewünschten Unterbaus für ein Flurförderzeug,
4. d) Zusammenbau des ausgewählten Unterbaubasisrahmens mit dem ausgewählten Unterbaugegengewicht zum Unterbau des Flurförderzeugs,
5. e) Wiederholen der Schritte c) und d).

To solve this problem, the invention proposes a method for producing a plurality of different substructures of industrial trucks, in which according to the invention the following steps are provided:

1. a) providing several, identical or different sub-base frames,
2. b) provision of different substructure counterweights which are prepared for the installation of a respective substructure counterweight associated steering device from a group of different steering devices or are each already equipped with such,
3. c) selecting a subframe base frame and the substructure counterweight to be connected to the subframe base frame in accordance with a desired substructure for an industrial truck,
4. d) assembling the selected sub-base frame with the selected sub-frame counterweight to the sub-base of the truck,
5. e) repeating steps c) and d).

Such a manufacturing method allows the optional combination of subframe base frames with substructure counterweights, so that different substructures for different industrial trucks can be assembled in a modular design. It is particularly advantageous that the steering device is provided on the base counterweight, which means that no corresponding mounting arrangement for the different steering devices must be provided on the base frame frame, as is known from the prior art.

Preferred developments of the method are contained in the subclaims 2 to 7.

It is particularly noteworthy that the subframe base frames and the substructure counterweights are designed such that each subframe base frame can be assembled with any substructure counterweight so that any type of substructure for a desired industrial truck can be made by simply assembling subframe base frame and substructure counterweight.

For this purpose, it is proposed in particular that the assembly takes place at fastening points on the respective sub-base frame, which are formed in all sub-base frame at the same positions and that the substructure counterweights to the attachment points of the sub-base frame at least partially corresponding attachment points. The subframe base frame may thus have attachment locations required for each substructure counterweight type, with certain attachment locations for multiple substructure counterweights may be the same and others may be different. However, it is not necessary in such an embodiment of the subframe base frame, when assembling subframe base frame and substructure counterweight to produce further attachment points depending on the to be mounted Base counterweight. As a result, a simplification in the assembly of the substructure for a desired truck is achieved.

The connection between subframe base frame and substructure counterweight should preferably be solvable and it is especially thought of a screw or a kind of suspension of the counterweight on the base frame. Such a detachable connection also allows the conversion of an already built truck, for example, from a 3-wheel truck to a 4-wheel truck, in such a case, only the corresponding counterweight replaced with the associated steering device and attached to the subframe base frame of the existing truck got to.

The built in the different counterweights or installable steering devices can be designed as steering with swing axle in the case of a 4-wheel vehicle or as a steering block in the case of a 3-wheel vehicle. These types of steering device are very different in their design and affect the shape of the underbody counterweight, this shape change is essentially limited to those areas of the base counterweight, where cutouts are provided for the attachment of the steered wheels. However, a front attachment region of the substructure counterweight facing the respective substructure base frame remains largely unchanged, so that the modular construction is further simplified.

According to a further aspect of the present invention, a set of kits for the production of substructures of industrial trucks, in particular claimed in the described method. According to the invention, this kit group comprises a plurality of identical or different subframe base frames which are prepared for mounting different substructure counterweights, wherein the substructure counterweights for installing a steering device associated with the respective substructure counterweight are selected from a group of different substructures Steering devices are prepared or each equipped with such, and wherein the substructure counterweights are adapted to be assembled with the sub-base frame.

A kit selected from this kit group preferably includes a selected subframe base frame and a selected subframe counterweight, as well as a steering device either already installed in the substructure counterweight or yet to be installed during assembly of the substructure.

Further advantageous embodiments of the kit group are contained in the subclaims 9 to 21.

Preferably, the subframe base frame of a kit is arranged in the longitudinal direction of the substructure in front of the substructure counterweight, wherein the longitudinal direction corresponds to the direction of travel when driving straight ahead of the finished assembled truck.

Preferably, non-steerable front wheels of the truck are to be attached or attached to the subframe base frame, and at least one rear wheel of the truck is to be attached or attached to the steering device of the substructure counterweight. Thereby, the desired 3-wheel or 4-wheel trucks can be produced, wherein the attachment of the respective wheels to the subframe base frame or to the steering device in the substructure counterweight can be carried out before or after the assembly of subframe base frame and substructure counterweight.

In order to be able to ensure the corresponding modularity even in the power supply or the electronic control of the truck, it is proposed that a power supply unit, in particular hydraulic supply unit for operating a respective steering device be accommodated or housed in the subframe base frame, this power supply unit is preferably arranged such in that, at its steering-device-side end, it emits an identical manipulated variable which is independent of the steering device used, in particular an identical effective hydraulic pressure. With regard to the power supply for actuating the steering device can thus regardless of the type of truck, so regardless of whether it is a 3-wheel or 4-wheel vehicle, the same power supply unit or hydraulic supply unit are installed in the base frame.

In order to be able to optimally use the constant manipulated variable delivered by the energy supply unit, in particular the same effective hydraulic pressure for the respective steering device, it is proposed that a power adjustment module constructed or accommodated as a function of the respective installed or installed steering device be accommodated or accommodated in the substructure counterweight in that it converts the control variable output by the power supply unit into a steering manipulated variable adapted for the respective steering device. Such an energy adjustment module can be, for example, an arrangement of hydraulic components, in particular valves, hydraulic cylinders and the like, by means of which the control variable delivered by the energy supply unit can be changed.

Furthermore, it is proposed in support of the modular construction that between one of the power supply unit controlling the control unit of the truck and the respective steering device tuned energy adjustment module for all steering devices usable, in particular for all steering devices identical interface for signal transmission to or from the control unit is provided. Such a signal control interface leads to a simplification of the control of the finished truck and the control signals issued by a control unit for steering operation are implemented by the energy adjustment module in such a way that the respective different steering device is driven accordingly. Thus, it is not necessary to reprogram the central control unit when different steering devices be used, since the implementation of the steering influencing control signals by the respective steering device or the respective substructure counterweight associated energy adjustment module takes place.

Thus, the proposed method of manufacture and set of kits allows for a high degree of modularity in the assembly of subframes for different trucks, this modularization being achieved not only in the supporting components of the subframe base frame and substructure counterweight or steering device, but also in the electronic control and power supply, in particular hydraulic supply.

The invention also includes a truck, which is made with a kit from the kits described above. Furthermore, the invention according to claim 23 also relates to a group of at least two industrial trucks, wherein a first truck comprises a first kit and wherein a second truck comprises a second kit, which differs at least in the used substructure counterweight from the first kit.

Fig. 1

zeigt in schematischer, perspektivischer Ansicht zwei Unterbaugegengewichte mit jeweils zugehörigen Lenkeinrichtungen sowie drei mit diesen Gegengewichten zusammenbaubare Unterbaubasisrahmen.

Fig. 2

zeigt in schematischer, perspektivischer Ansicht ein jeweiliges 3-Rad- und 4-Rad-Flurförderzeug mit einem kurzen Unterbaubasisrahmen.

Fig. 3

zeigt ein jeweiliges 3-Rad- und 4-Rad-Flurförderzeug mit einem langen Unterbaubasisrahmen.

Fig. 4

zeigt in stark schematischer Darstellung die Modularisierung bei der Energieversorgung und elektronischen Steuerung für erfindungsgemäße Flurförderzeuge.

Fig. 5

ist eine Prinzipskizze einer bevorzugten Ausführungsform.

The invention is described below by way of an embodiment with reference to the attached figures by way of example and not limitation.

Fig. 1

shows a schematic, perspective view of two substructure counterweights each with associated steering devices and three with these counterweights assemblable base frame.

Fig. 2

shows a schematic, perspective view of a respective 3-wheel and 4-wheel truck with a short sub-base frame.

Fig. 3

shows a respective 3-wheel and 4-wheel truck with a long subframe base frame.

Fig. 4

shows in a highly schematic representation of the modularization in the power supply and electronic control for trucks according to the invention.

Fig. 5

is a schematic diagram of a preferred embodiment.

In Fig. 1 are the essential components that are required to assemble a substructure for an industrial truck. There are three sub-base frames 10-1, 10-2 and 10-3, which differ only in their respective lengths L: base frame 10-1 is the shortest and base frame 10-3 is the longest. Depending on the truck to be produced another base frame can be selected so that trucks can be provided for different maximum loads. The widths B of the three base frames 10-1, 10-2, 10-3 are identical.

All three different length base frame 10-1, 10-2 and 10-3 include in its front region suspension sections 12, where front wheels of the truck can be attached. These suspension portions 12 are separated by a partition 14 from a respective battery receiving space 16 into which a battery pack is insertable through a respective opening 18 in the lateral direction. On the top of the battery receiving space 16, a cover plate 20 is formed, on which the superstructure of the truck, in particular cabin frame, driver's seat and the like., Can be supported.

In the rear region of the respective base frame 10-1, 10-2, 10-3 attachment points 22, 24 are provided, at which a desired substructure counterweight 30-1 or 30-2 with the respective base frame 10-1, 10-2 or 10-3 can be connected. These attachment points 22, 24 are shown only by way of example and it may be to the respective base frame 10-1, 10-2 and 10-3, of course, further attachment points may be provided to provide a secure connection between the respective base frames 10-1, 10-2 and 10-3 and a respective counterweight 30-1 and 30-2, respectively guarantee. In the example, the attachment points 22, 24 are formed as through holes, wherein the counterweight 30-1 on its front side 31 to these two through holes 22, 24 has corresponding attachment points to allow a screw connection at these two points. The counterweight 30-2, the shape of which is formed differently due to the preparation for the installation of a steering with swing axle 33 to the counterweight 30-1 will have in the present example, only one attachment point 22 corresponding attachment point. As already stated above, however, in the respective base frame further, for the respective counterweights 30-1 and 30-2 specific fastening points may be formed, so that each counterweight 30-1 and 30-2 optimally with a respective base frame 10-1 , 10-2 and 10-3 can be connected. In particular, it is conceivable that a further attachment point between the two attachment points 22 and 24 shown is provided for the counterweight 30-2 and that, for example, still another attachment point based on the width B in the middle of a lower frame portion 26 may be provided, this attachment point then not used for the attachment of the counterweight 30-1.

Preferably, the counterweights 30-1 and 30-2 are secured to the respective base frame 10-1, 10-2 and 10-3 by means of a screw connection. However, it is also conceivable that the fastening points 22, 24 or further fastening points are formed as a kind of hook, in which the counterweights 30-1 and 30-2 can be mounted, if they are formed on these corresponding tabs. Such a hook connection could also be of interest, at least for a kind of pre-assembly, in order to achieve a mutual alignment of the base frames with the counterweights, so that, for example, mutually corresponding through holes in the base frame or the counterweights aligned with each other and the additional screw is simplified.

The counterweight 30-1 has, based on its width, a middle, lower recessed area 32 in which a steering block 34 and steerable wheels attached thereto are arranged in the final assembled state of the industrial truck. The side parts 36-1 of the counterweight 30-1 are substantially the same height as the base frame or a panel attached to the base frame in the final assembled state.

The counterweight 30-2 is prepared for the installation of a steering with swing axle 33 for a 4-wheel truck and has a different design than the counterweight 30-1, especially in the lower middle area. The pages 36-2 are pulled down only to about half the height, so that below a kind of wheel arch 38 is formed for receiving the wheels in the final assembled state. In relation to the width middle lower portion 40, the counterweight 30-2 is executed closed.

In the Figures 2 and 3 are shown respective trucks 50-1, 50-2 and 52-1, 52-2. The trucks 50-1 and 50-2 have a so-called. Mean base frame 10-2, which is covered in the illustration, however, by a cover or battery cover 54 and not visible. The trucks 52-1 and 52-2 have behind the cover 58 each have a so-called. Long base frame 10-3, so that these trucks are slightly longer than the trucks 50-1 and 50-2, which is the inclusion of larger maximum loads allows. The in the Figures 2 and 3 illustrated trucks 50-1, 50-2, 52-1 and 52-2 have the same width and it can be seen that the trucks 50-1 and 52-1 are designed as 3-wheel vehicles, the steerable single wheel 60 is designed as a twin wheel. Both trucks 50-1 and 52-1 have the counterweight 30-1 with built-in steering block 34 and attached wheels 60 on. Of course, the counterweight 30-1 is covered by a corresponding panel 62.

In the industrial trucks 50-2 and 52-2, which are designed as 4-wheel trucks, behind the cover 63 each have a counterweight 30-2 installed, with a respective pendulum axis steering, on the left and right, the steerable rear wheels 64 are mounted ,

Out Figures 2 and 3 It can be seen that when using the same base frame a simple combination with different counterweights and steering devices is possible. Furthermore, it can be seen that the same counterweights can also be fastened to other, in particular longer base frames, so that a large number of possible combinations between base frame and counterweights results. As a result, this leads to a modular construction of the substructure of the trucks 50-1, 50-2, 52-1 and 52-2.

In the Fig. 4 are shown in a highly schematic way the basic structures of the trucks 50-1, 50-2, 52-1 and 52-2. In this case, an electronic control unit 70 and a driven by this power supply or hydraulic unit 72 is housed in all truck types in the base frame 10-2 and 10-3. In the respective counterweight 30-1 and 30-2, respectively, a steering module 74-1 or 74-2 enabling the steering of the wheels 60 or 64 is provided which differ in their mode of operation insofar as they actuate different types of steering. The steering modules 74-1 and 74-2 are connected via a power supply line or hydraulic line 76 to a so-called adaptation module 78. This adaptation module is hydraulically connected to the hydraulic unit 72 via a uniform interface 80. Furthermore, the adaptation module 78 is connected to the control unit 70 via a uniform control interface 82. The respective adaptation modules 78-1 and 78-2 are designed such that they can convert or adapt the control values 74-1 and 74-2 arriving at the unit interfaces 80 and 82, respectively, for the respective steering module 74-1 or 74-2 so that the steering module receives the corresponding movement of the wheels 60 and 64 causes.

The manipulated variable provided by the hydraulic unit 72 at the interface 80 is, for example, an identical effective hydraulic pressure for all possible embodiments of the industrial truck, which is changed by the adaptation module 78-1 or 78-2 such that the steering module 74-1 or 74- 2 can be operated.

At the electronic control interface 82, the control unit 70 outputs uniform signals for actuating the steering to the respective adaptation modules 78-1 and 78-2, respectively, which convert these standard signals in such a way that an activation of the steering modules 74-1 or 74-2 via the signal line 84 can be made. The interfaces 80 and 82 are designed as detachable interfaces, so that they allow the desired modular design of truck base structures and that the assembly of base frame and counterweights is simplified. Of course, the hydraulic unit 72 accommodated in the base frame 10-2 and the electronic control unit 70 have further lines which serve to control the lifting device or the drive drive device.

The proposed manufacturing method and kit group thus results in a total of both the mechanical components, namely base frame, counterweight and steering device, as well as for the hydraulic or control components a modular design, both mechanical interfaces (see Fig. 1 , Attachment points 22, 24) and hydraulic or control interfaces 80, 82 are provided which allow easy and easy assembly of base frame and counterweights for the production of different trucks.

Overall, this simplifies the assembly of a truck and also the control can be simplified because in the programming of the central control unit 70 little or no reprogramming must be carried out depending on the type of steering used, so that there are less different parts for the two main types of vehicles, namely 3-wheel or 4-wheel vehicle, and also less different parameters are set to the two types of vehicles. Finally, the proposed design also allows a subsequent conversion of a 3-wheel vehicle to a 4-wheel vehicle or vice versa.

Fig. 5 is a schematic representation of the Fig. 4 complementary schematic diagram showing the structure in a preferred embodiment of an industrial truck of the Applicant. The illustrated trucks 50-2, 52-2 (4-wheel vehicle) and 50-1, 52-1 (3-wheel vehicle) each include a setpoint generator SG (steering wheel), a control unit SE (steering control), a Actuator designed as actuator M (steering motor) and an actual value IG (steering angle sensor). The steering motor M housed in the respective counterweight 30-1 or 30-2 is preferably identical in all vehicles. In the 3-wheel embodiment 50-1, 52-1 is a rotational movement of the steering motor M in a rotation of the steering block 34 (FIG. Fig. 1 ) implemented. In the 4-wheel truck 50-2, 52-2, the rotational movement of the steering motor M is transmitted to a hydraulic pump, which drives the pendulum axis of the steering. However, it is also conceivable for a 4-wheel truck 50-2, 52-2 to use an electromechanical linear drive (spindle drive) instead of a hydraulic steering cylinder in order to achieve the steering movement of the wheels 64. The actual value sensor IG ideally transfers the same electrical signal to the control unit SE for both types of forklift truck with the appropriate steering angle. However, the actual value sensors can also be designed differently. Another way to account for differences in scanning the steering impacts of the various steering devices, is to provide a different pin assignment, so that depending on the built-in steering other electronic switching paths between the control unit SE and actual value IG are plugged together. For the sake of completeness, it is pointed out that in the representations of the principle Fig. 5 a recorded in the respective truck Battery block B is shown with the corresponding terminal poles.

Claims (23)

1. Method for producing a plurality of different chassis of industrial trucks (50-1; 50-2; 52-1; 52-2), characterized by the following steps:

   a) provision of a plurality of identical or different chassis base frames (10-1; 10-2; 10-3),

   b) provision of different chassis counterweights (30-1; 30-2), which are prepared for the installation of a steering device (34), which is associated with the respective chassis counterweight (30-1; 30-2), from a group of different steering devices or are in each case already provided with such a steering device,

   c) selection of a chassis base frame (10-1; 10-2; 10-3) and of the chassis counterweight (30-1; 30-2) to be connected to the chassis base frame to form a chassis according to a desired chassis for an industrial truck (50-1; 50-2; 52-1; 52-2),

   d) assembly of the selected chassis base frame (10-1; 10-2; 10-3) with the selected chassis counterweight (30-1; 30-2) to form the chassis of the industrial truck (50-1; 50-2; 52-1; 52-2)

   e) repetition of steps c) and d).
2. Method according to Claim 1, characterized in that the different chassis counterweights (30-1; 30-2) have a different shape depending on the steering device (33; 34) installed.
3. Method according to Claim 2, characterized in that the chassis base frames (10-1; 10-2; 10-3) and the chassis counterweights (30-1; 30-2) are configured in such a way that any chassis base frame (10-1; 10-2; 10-3) can be assembled with any chassis counterweight.
4. Method according to Claim 3, characterized in that the assembly takes place at fastening points (22, 24) on the respective chassis base frame (10-1; 10-2; 10-3) which are formed at the same positions in the case of all chassis base frames (10-1; 10-2; 10-3).
5. Method according to Claim 4, characterized in that the chassis counterweights (30-1; 30-2) have fastening points which at least partially correspond to the fastening points (22, 24) on the chassis base frames (10-1; 10-2; 10-3).
6. Method according to one of the preceding claims, characterized in that a respective chassis base frame (10-1; 10-2; 10-3) is detachably connected, in particular screwed, to a respective chassis counterweight (30-1; 30-2).
7. Method according to one of the preceding claims, characterized in that the steering devices (33; 34) which are installed or can be installed in the different chassis counterweights (30-1; 30-2) are configured as a steering mechanism with a swing axle (33) or as a steering bolster (34).
8. Construction kit group for the production of chassis of industrial trucks, in particular by the method according to at least one of the preceding claims, characterized by a plurality of identical or different chassis base frames (10-1; 10-2; 10-3), which are prepared for the attachment of different chassis counterweights (30-1; 30-2), the chassis counterweights (30-1; 30-2) being prepared for the installation of a steering device (34), which is associated with the respective chassis counterweight (30-1; 30-2), from a group of different steering devices or in each case already being provided with such a steering device, and the chassis counterweights (30-1; 30-2) being designed appropriately for assembly with the chassis base frames (10-1; 10-2; 10-3).
9. Construction kit group according to Claim 8, characterized in that a construction kit comprises a selected chassis base frame (10-1; 10-2; 10-3) and a selected chassis counterweight (30-1; 30-2) with a steering device (33; 34).
10. Construction kit group according to Claim 8 or 9, characterized in that the different chassis counterweights (30-1; 30-2) have a different shape depending on the steering device (33; 34) installed.
11. Construction kit group according to Claim 10, characterized in that the chassis base frames and the chassis counterweights (30-1; 30-2) are configured in such a way that any chassis base frame (10-1; 10-2; 10-3) can be assembled with any chassis counterweight (30-1; 30-2).
12. Construction kit group according to Claim 11, characterized in that the chassis base frames (10-1; 10-2; 10-3) have fastening points (22, 24) which are formed at the same positions in the case of all chassis base frames (10-1; 10-2; 10-3).
13. Construction kit group according to Claim 12, characterized in that the chassis counterweights (30-1; 30-2) have fastening points (22, 24) which at least partially correspond to the fastening points (22, 24) on the chassis base frames (10-1; 10-2; 10-3).
14. Construction kit group according to one of Claims 8 to 13, characterized in that in a construction kit the respective chassis base frame (10-1; 10-2; 10-3) is detachably connected, in particular screwed, to the respective chassis counterweight (30-1; 30-2).
15. Construction kit group according to one of Claims 8 to 14, characterized in that the chassis base frame (10-1; 10-2; 10-3) of a construction kit is arranged in front of the chassis counterweight (30-1; 30-2) in the longitudinal direction of the chassis.
16. Construction kit group according to one of the preceding claims, characterized in that the steering device (33; 34) is in the form of a steering mechanism with a swing axle (33) or in the form of a steering bolster (34).
17. Construction kit group according to Claim 16, characterized in that non-steerable front wheels of the industrial truck (50-1; 50-2; 52-1; 52-2) are to be attached or are attached on the chassis base frame (10-1; 10-2; 10-3), and in that at least one rear wheel (60; 64) of the industrial truck (50-1; 50-2; 52-1; 52-2) is to be attached or is attached on the steering device (34) of the chassis counterweight (30-1; 30-2).
18. Construction kit group according to one of the preceding claims, characterized in that an energy supply unit (72), in particular a hydraulic supply unit, for actuating a respective steering device (33; 34) is to be accommodated or is accommodated in the chassis base frame (10-1; 10-2; 10-3).
19. Construction kit group according to Claim 18, characterized in that the energy supply unit (72) is designed in such a way that it emits an identical manipulated variable which is independent of the steering device (33; 34) used, in particular an identical effective hydraulic pressure, at its end (80) which is on the side of the steering device.
20. Construction kit group according to Claim 19, characterized in that an energy matching module (78), which is formed as a function of the respective steering device (33; 34) which is or can be installed, is accommodated or is to be accommodated in the chassis counterweight (30-1; 30-2) and is designed in such a way that it converts the manipulated variable output by the energy supply unit (72) into a manipulated steering variable which is matched for the respective steering device (33; 34).
21. Construction kit group according to Claim 20, characterized in that an interface (82), which can be used for all steering devices (33; 34) and in particular is identical for all steering devices (33; 34), is provided between a control unit (70), which drives the energy supply unit (72), of the industrial truck (50-1; 50-2; 52-1; 52-2) and the energy matching module (78), which is matched to the respective steering device (33; 34), for signal transmission to or from the control unit (70).
22. Industrial truck produced using a construction kit from a construction kit group according to one of Claims 8 to 21.
23. Group of at least two industrial trucks according to Claim 22, a first industrial truck (50-1; 52-1) comprising a first construction kit, and a second industrial truck (50-2; 52-2) comprising a second construction kit, which differs from the first construction kit at least in terms of the chassis counterweight (30-2) used.

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