Steering device with on-off structure

Abstract

The utility model discloses a steering device with an on-off structure, which comprises a left wheel end and a right wheel end, independent steering mechanisms are respectively arranged on the left wheel end and the right wheel end, a first connecting rod is arranged on the inner side of the left wheel end, one end of the first connecting rod is hinged with the left wheel end, and the other end of the first connecting rod is further hinged with a first cross rod. A second connecting rod is further arranged on the inner side of the right wheel end, one end of the second connecting rod is hinged to the right wheel end, a second transverse rod is further hinged to the other end of the second connecting rod, an on-off mechanism is arranged between the first transverse rod and the second transverse rod, and matched connecting mechanisms are further arranged at the connecting ends of the first connecting rod and the second connecting rod respectively. According to the scheme, locking and unlocking are achieved through the on-off mechanism and the connecting mechanism, so that random switching between an integrated control steering mode and an independent control steering mode can be achieved, on one hand, the flexibility and diversification of vehicle steering can be guaranteed, and on the other hand, the safety performance of vehicle steering under the states of poor road conditions or high-speed driving and the like can be guaranteed.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of automobile steering, especially a steering device with on-off structure. BACKGROUND

[0002] The traditional integrated control steering system controls the steering of two sides of wheels through a cross rod, and in the existing four-wheel independent control steering system, each wheel is controlled to steer by a corresponding independent steering mechanism. Therefore, the four-wheel independent control steering system has better flexibility, in the process of automobile steering, in addition to being able to control the steering of two sides of wheels in the same direction, the four-wheel independent control steering system can also realize the special driving modes such as vehicle in-place steering or lateral crabbing by adjusting the angles of four wheels, thereby improving the maneuverability of the automobile in a smaller space. The structure of the existing independent steering device is disclosed in the invention patent with the authorized announcement number CN101973307B, which discloses a main pin zero-bias line control independent driving and steering automobile walking mechanism, the mechanism is composed of a steering part, a suspension part and a wheel part, the steering part is composed of a main pin assembly and a steering vertical shaft assembly. The main pin assembly includes a steering motor, a speed reducer, a speed reducer output flange plate, a main pin sleeve, a main pin and a code disc; the steering vertical shaft assembly includes a main steering arm, a steering vertical shaft, an upper distance plate and a lower distance plate; the suspension part includes an upper spring seat, a shock absorber, a spring and a lower spring seat. Each wheel is provided with the steering part and the suspension part corresponding to the independent control steering, thereby improving the flexibility of automobile steering. However, since the four-wheel independent control steering system involves more electronic control and complex mechanical structure, the reliability of the system can be affected, thereby increasing the risk of failure; in addition, compared with the traditional integrated control steering, the four-wheel independent control has higher safety performance in poor road conditions. CONTENT OF THE UTILITY MODEL

[0003] Therefore, to solve the above problems, the utility model provides a steering device with on-off structure.

[0004] The utility model is realized through the following technical schemes:

[0005] The utility model provides a steering device with on-off structure, including left wheel end and right wheel end, independent steering mechanism is arranged on left wheel end and right wheel end respectively, independent steering mechanism includes the suspension of connecting wheel end, drive mechanism is arranged on the suspension, the inside of left wheel end is provided with first connecting rod, one end of first connecting rod is hinged with left wheel end, and the other end of first connecting rod is also hinged with first cross bar, the inside of right wheel end is also provided with second connecting rod, one end of second connecting rod is hinged with right wheel end, and the other end is also hinged with second cross bar, first cross bar and second cross bar are coaxial and oppositely arranged, and the axis is parallel with the axis of left wheel end and right wheel end, and along the axis translation is synchronous along with the inside and outside rotation of the wheel end connected with each other, on-off mechanism is arranged between first connecting rod and second connecting rod, and the connecting end of first connecting rod and second connecting rod is also provided with the matching connecting mechanism respectively.

[0006] Preferably, the on-off mechanism includes an electromagnetic ring coaxially arranged between the first cross bar and the second cross bar, and the connecting mechanism includes a sliding sleeve mechanism arranged at the end of the first cross bar and a circle of positioning grooves arranged on the outer periphery of the second cross bar. A steel ball is arranged in the sliding sleeve mechanism and can radially expand and contract. In the locked state, the sliding sleeve mechanism extends into the electromagnetic ring, the second cross bar extends into the sliding sleeve mechanism, the steel ball contracts radially, and the bottom of the steel ball is embedded in the positioning groove. In the unlocked state, the steel ball expands radially and moves away from the positioning groove.

[0007] Preferably, the sliding sleeve mechanism includes a guide sleeve seat coaxially arranged at the end of the first cross bar and a sliding sleeve slidingly connected to the outer periphery of the guide sleeve seat. The guide sleeve seat and the connecting end of the first cross bar form a limiting flange on the outer periphery. The outer periphery of the guide sleeve seat is also provided with a snap spring. A circle of stop blocks is formed on the inner periphery of the sliding sleeve, and the stop blocks are arranged in the space between the limiting flange and the snap spring. The guide sleeve seat is also provided with a limiting hole between the limiting flange and the snap spring for positioning the steel ball.

[0008] Preferably, a first return spring is arranged between the limiting flange and the stop block. A locking cavity is formed in the guide sleeve seat, which is open towards the direction of the second cross bar. A second return spring is coaxially arranged at the bottom of the cavity.

[0009] Preferably, the first cross bar and the second cross bar are coaxially arranged in a hollow pipe bridge shell, and each axially translates along the pipe bridge shell. The electromagnetic ring is coaxially arranged on the pipe bridge shell.

[0010] Preferably, a rack is arranged on the first cross bar or the second cross bar. The rack is engaged with a transmission mechanism, and the transmission mechanism is connected to a steering wheel.

[0011] Preferably, the transmission mechanism comprises at least a gear rod, the input end of the gear rod is provided with a first gear, the first gear is engaged with the rack, and the output end of the gear rod is further provided with a second gear.

[0012] Preferably, the suspension comprises a kingpin connected with the steering knuckle, the kingpin rotates around its axis, the rotation axis of the kingpin is perpendicular to the axis of the wheel end, the kingpin is connected with the driving mechanism, the driving mechanism comprises a reduction mechanism coaxially connected with the kingpin, and a motor drivingly connected with the reduction mechanism.

[0013] Preferably, the output end of the motor is provided with a shaft coupling, the shaft coupling is coaxially connected with a motor gear, the reduction mechanism comprises a first reduction gear engaged with the motor gear, and a second reduction gear coaxially arranged on the outer periphery of the kingpin, and the first reduction gear is engaged with the second reduction gear.

[0014] The beneficial effects of the technical scheme of the utility model mainly lie in:

[0015] 1. In the scheme, independent steering mechanisms are arranged on the left wheel end and the right wheel end respectively, so that independent control steering of each wheel can be realized, meanwhile, connecting rods and cross bars are connected to the left wheel end and the right wheel end respectively, and the two cross bars can be locked and unlocked through the on-off mechanism and the connecting mechanism, so that the integrated control steering mode and the independent control steering mode can be switched at will, on the one hand, the flexibility and diversity of vehicle steering can be ensured, and on the other hand, the safety performance of vehicle steering under the conditions of poor road conditions or high-speed driving can be ensured.

[0016] 2. In the preferred embodiment, one of the cross bars can also be connected with a steering wheel, so that the switching between the drive-by-wire steering mode and the non-drive-by-wire steering mode can be further realized, so that in the condition of partial motor failure, the two wheel ends can be connected through the on-off mechanism, and the steering of the wheels can be synchronously controlled through the steering wheel. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 is an assembly state perspective view of the steering device with the on-off structure and the left and right wheel ends (at this time, the pipe bridge shell is included);

[0018] Figure 2 is an assembly state perspective view of the steering device with the on-off structure and the left and right wheel ends (at this time, the pipe bridge shell is omitted);

[0019] Figure 3 is an assembly state perspective view of the steering device with the on-off structure and the left and right wheel ends (at this time, the steering is not performed);

[0020] Figure 4is the assembly state perspective view of the steering device with on-off structure and left and right wheel ends (at this time the first cross bar and the second cross bar are locked and the wheels turn 40° to the left);

[0021] Figure 5 is the assembly state perspective view of the steering device with on-off structure and left and right wheel ends (at this time the first cross bar and the second cross bar are locked and the wheels turn 40° to the right);

[0022] Figure 6 is the assembly state perspective view of the steering device with on-off structure and left and right wheel ends (at this time the first cross bar and the second cross bar are disconnected and the left and right wheels turn 40° synchronously to the inside);

[0023] Figure 7 is the assembly state perspective view of the steering device with on-off structure and left and right wheel ends (at this time the first cross bar and the second cross bar are disconnected and the left and right wheels turn 90° synchronously to the inside);

[0024] Figure 8 is the exploded view of the independent steering mechanism (at this time the suspension is assembled on the wheel end);

[0025] Figure 9 is the sectional view of the on-off mechanism and the connecting mechanism (at this time the second cross bar extends into the locking cavity and compresses the second reset spring);

[0026] Figure 10 is the sectional view of the on-off mechanism and the connecting mechanism in the locked state;

[0027] Figure 11 is the sectional view of the on-off mechanism and the connecting mechanism (at this time the electromagnetic ring controls the movement of the sliding sleeve to avoid the steel ball);

[0028] Figure 12 is the sectional view of the on-off mechanism and the connecting mechanism in the unlocked state;

[0029] Figure 13 is the exploded view of the sliding sleeve mechanism. DETAILED DESCRIPTION

[0030] In order to make the purpose, advantages and characteristics of the utility model more clearly and in detail, the following non-limiting description of preferred embodiments will be used for illustration and explanation. The embodiments are only typical examples of application of the technical scheme of the utility model, and any technical scheme formed by equivalent replacement or equivalent transformation falls within the scope of the utility model.

[0031] Meanwhile, it is declared that in the description of the scheme, it is necessary to explain that the terms "center", "upper", "lower", "left", "right", "front", "rear", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of description and simplification of the description, and do not indicate or imply that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the utility model.

[0032] In addition, the terms "first", "second" in the present scheme are only for the purpose of description, and cannot be understood as indicating or implying the ranking of importance, or implicitly indicating the number of technical features shown. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the utility model, the meaning of "multiple" is two or more than two, unless otherwise specifically limited.

[0033] The utility model discloses a steering device with on-off structure, as shown in Figure 1 、 Figure 2 The left wheel end and the right wheel end are respectively provided with independent steering mechanisms, as shown in Figure 8 The independent steering mechanism includes a suspension 1 connected with the wheel end, and a driving mechanism 3 is arranged on the suspension 1. In an embodiment, the suspension 1 includes a kingpin 2 connected with the steering knuckle, the kingpin 2 takes its axis as the rotation axis, and the rotation axis of the kingpin 2 is perpendicular to the axis of the wheel end, the kingpin 2 is connected with the driving mechanism 3, the driving mechanism 3 includes a speed reducer coaxially connected with the kingpin 2, and a motor in transmission connection with the speed reducer, an output end of the motor is provided with a shaft coupling 12, the shaft coupling 12 is coaxially connected with a motor gear 13, the speed reducer includes a first speed reducing gear 14 engaged with the motor gear 13, and a second speed reducing gear 15 coaxially arranged on the outer periphery of the kingpin 2, the first speed reducing gear 14 is engaged with the second speed reducing gear 15, and the independent steering mechanism can also refer to other four-wheel independent control steering structures in the prior art, which will not be repeated here.

[0034] As shown in Figures 1-7As shown, the left wheel end is provided with a first connecting rod 4, one end of which is hinged to the left wheel end, and the other end of which is further hinged with a first cross rod 5. The right wheel end is further provided with a second connecting rod 6, one end of which is hinged to the right wheel end, and the other end of which is further hinged with a second cross rod 7. The first cross rod 5 and the second cross rod 7 are coaxial and oppositely arranged, and their axes are parallel to the axes of the left wheel end and the right wheel end, and they are synchronously translated along their axes with the rotation of the wheel ends. Specifically, the first cross rod 5 and the second cross rod 7 change the translation direction and distance with the rotation direction and angle of the wheel ends. When the wheels rotate outward relative to the vehicle body, the hinged part of the pull rod and the wheel end also moves outward by a distance, so that the pull rod drives the cross rod to synchronously translate outward. Similarly, when the wheels rotate inward relative to the vehicle body, the cross rod synchronously translates inward. Therefore, when the wheels on both sides synchronously rotate inward to a certain angle, the ends of the first cross rod 5 and the second cross rod 7 connected with the left wheel end and the right wheel end can contact each other, and with the increase of the outward rotation angle of the wheels on both sides, the interval distance between the first cross rod 5 and the second cross rod 7 also increases.

[0035] As Figures 1-7 The first connecting rod 4 and the second connecting rod 6 are provided with a switching mechanism, and the connecting ends of the first connecting rod 4 and the second connecting rod 6 are further respectively provided with matching connecting mechanisms. When the ends of the first cross rod 5 and the second cross rod 7 contact each other, the switching mechanism can be triggered to lock the connecting mechanisms, so that the first cross rod 5 and the second cross rod 7 are connected with each other.

[0036] As Figures 9-13As shown, in some embodiments, the on-off mechanism includes an electromagnetic ring 8 coaxially arranged between the first crossbar 5 and the second crossbar 7, the connecting mechanism includes a sliding sleeve 902 mechanism 9 arranged at the end of the first crossbar 5 and a circle of positioning grooves 701 arranged on the outer periphery of the second crossbar 7, a steel ball 903 is arranged in the sliding sleeve 902 mechanism 9 and can radially expand and contract along the sliding sleeve 902 mechanism 9, in the locked state, the sliding sleeve 902 mechanism 9 extends into the electromagnetic ring 8, the second crossbar 7 extends into the sliding sleeve 902 mechanism 9, the steel ball 903 radially contracts and its bottom is embedded in the positioning groove 701; in the unlocked state, the steel ball 903 radially expands and leaves the positioning groove 701, in an embodiment, the sliding sleeve 902 mechanism 9 includes a guide sleeve base 901 coaxially arranged at the end of the first crossbar 5 and a sliding sleeve 902 slidingly connected to the outer periphery of the guide sleeve base 901, the guide sleeve base 901 and the connecting end of the first crossbar 5 form a limiting flange 9011 on the outer periphery, the outer periphery of the guide sleeve base 901 is further provided with a circlip 904, the circlip 904 is arranged at intervals with the limiting flange 9011, a circle of stop blocks 9021 is formed on the inner periphery of the sliding sleeve 902, and the stop blocks 9021 are arranged at intervals between the limiting flange 9011 and the circlip 904, the guide sleeve base 901 is further provided with a limiting hole 9012 for positioning the steel ball 903 between the limiting flange 9011 and the circlip 904, in a preferred embodiment, the limiting hole 9012 is located between the first return spring 905 and the circlip 904, thereby avoiding interference of the first return spring 905 with the limiting hole 9012, preferably, a plurality of circular limiting holes 9012 are arranged at equal angles on the guide sleeve base 901, and a steel ball 903 is arranged in each limiting hole 9012, the limiting hole 9012 includes an outer opening formed on the outer periphery of the guide sleeve base 901 and an inner opening formed on the inner periphery of the guide sleeve base 901, and the diameter of the outer opening is greater than the diameter of the inner opening, specifically, the diameter of the outer opening is greater than the diameter of the steel ball 903, and the diameter of the inner opening is less than the diameter of the steel ball 903, thereby ensuring that the limiting hole 9012 positions the steel ball 903 while allowing the steel ball 903 to radially expand and contract along the guide sleeve base 901.

[0037] As Figures 9-12 shown, a first return spring 905 is arranged between the limiting flange 9011 and the stop block 9021, the first return spring 905 is used to reset the sliding sleeve 902 in the unlocked state, a locking cavity is formed in the guide sleeve base 901 and opens towards the direction of the second crossbar 7, a second return spring 906 is coaxially arranged at the bottom of the locking cavity, and the second return spring 906 helps the second crossbar 7 to quickly rebound and reset in the unlocked state.

[0038] The first reset spring 905 and the second reset spring 906 can also be replaced by other energy storage mechanical elements or elastic materials, for example, a rubber part with telescopic performance, and the like, which will not be described here.

[0039] Specifically, as shown in Figure 9 、 Figure 11 When the electromagnetic ring 8 is energized, the sliding sleeve 902 is driven to displace in the direction of the electromagnetic ring 8, at this time, the limiting block in the sliding sleeve 902 is away from the outside of the steel ball 903, so that an avoiding space is formed outside the steel ball 903, at this time, the steel ball 903 can move outward, so even if the second cross rod 7 extends into the locking cavity, it will not be locked by the sliding sleeve 902 mechanism 9, and the locking function can be avoided from being triggered by mistake; as shown in Figure 10 When it is needed to lock the first cross rod 5 and the second cross rod 7, the second cross rod 7 is first extended into the locking cavity in the guide sleeve base 901, then the electromagnetic ring 8 is energized, the sliding sleeve 902 is moved, and the limiting block in the inner periphery of the sliding sleeve 902 abuts against the outside of the steel ball 903, the steel ball 903 is retracted, and the bottom of the steel ball 903 is pushed into the positioning groove 701 in the outer periphery of the second cross rod 7, so as to achieve locking; as shown in Figure 11 、 Figure 12 When unlocking, the electromagnetic ring 8 is de-energized, the first reset spring 905 and the second reset spring 906 synchronously drive the sliding sleeve 902 and the second cross rod 7 to reset, at this time, the blocking block 9021 is away from the outside of the steel ball 903, so that the abutting pressure on the outside of the steel ball 903 is lost, at this time, the second cross rod 7 and the sliding sleeve 902 mechanism 9 are unlocked, and the second cross rod 7 is away from the sliding sleeve 902 mechanism 9 along with the translation of the first cross rod 5 and the second cross rod 7 in opposite directions.

[0040] As shown in Figure 4 、 Figure 5 At this time, the first cross rod 5 and the second cross rod 7 are locked, the two side wheels realize integrated control steering, and are steered in the same direction; as shown in Figure 6 、 Figure 7 At this time, the first cross rod 5 and the second cross rod 7 are disconnected, the two side wheels can be independently controlled to steer, so as to realize distributed steering.

[0041] As shown in Figure 1As shown, in some embodiments, the first crossbar 5 and the second crossbar 7 are coaxially arranged in a hollow tube bridge shell 10 and are respectively translated along the axial direction of the tube bridge shell 10, and the electromagnetic ring 8 is coaxially arranged on the tube bridge shell 10. In an embodiment, the tube bridge shell 10 further comprises a support structure (omitted in the figure) for supporting the first crossbar 5 and the second crossbar 7 to translate along the axial direction thereof. The support structure can be a sliding ring arranged on the outer periphery of both ends of the first crossbar 5 and the second crossbar 7, and the sliding ring is connected to the inner wall of the tube bridge shell 10. For example, a sliding groove is arranged in the tube bridge shell 10, the sliding groove is parallel to the axial direction of the tube bridge shell 10, and the first crossbar 5 and the second crossbar 7 are translated along the sliding groove. The support structure can also adopt other existing structures that can realize stable translation of the first crossbar 5 and the second crossbar 7 in the tube bridge shell 10, which will not be described herein.

[0042] As shown, Figure 2 In other embodiments, the steering device can be applied to a non- steer-by-wire system. In the non-steer-by-wire system, a rack 11 is arranged on the first crossbar 5 or the second crossbar 7, the rack 11 is engaged with a transmission mechanism, the transmission mechanism is connected to a steering wheel, and the steering wheel is rotated to synchronously drive the transmission mechanism to output power and drive the crossbar connected to the transmission mechanism to translate. At this time, the two crossbars are connected and synchronously driven to translate by the steering wheel, and the wheels at both ends are rotated. In an embodiment, the transmission mechanism at least comprises a gear rod 16, an input end of the gear rod 16 is provided with a first gear 1601, the first gear 1601 is engaged with the rack 11, and an output end of the gear rod 16 is further provided with a second gear 1602. In a preferred embodiment, a speed reduction and torque increasing mechanism (omitted in the figure) such as transmission gears with different speed ratios can be further transmissionally connected between the steering wheel column and the second gear 1602, so as to realize synchronous rotation of the steering wheel and the gear rod 16 at different speed ratios. A clutch (omitted in the figure) can also be arranged between the steering wheel and the gear rod 16. When the non-steer-by-wire system is needed to be used, the clutch is locked and the steering is controlled by the steering wheel. When the non-steer-by-wire system is not needed to be used, the clutch is disconnected and the steering of the wheels is controlled by the motors connected to the wheels. In the non-steer-by-wire system, the mechanical connection structure (for example, a steering control mechanism, a steering gear, a steering transmission mechanism, etc.) of the steering wheel adopts an existing mechanical connection structure, which will not be described herein.

[0043] In other embodiments, the first crossbar 5 or the second crossbar 7 can also be connected with the steering wheel through other transmission mechanisms, for example, the rack 11 is replaced by a screw rod, and the gear rod 16 is replaced by a trapezoidal nut which is connected with the steering wheel transmission and drives the screw rod to translate along its axis, and the trapezoidal nut and the steering wheel can be connected through a transmission structure, wherein the outer periphery of the trapezoidal nut is provided with a gear, and a speed reduction and torque increasing mechanism is connected between the gear and the steering wheel column; similarly, the rack 11 and the gear rod 16 can also be replaced by a ball screw structure, the rack 11 is replaced by a ball screw rod, and the gear rod 16 is replaced by a ball nut, and the ball nut and the steering wheel can be connected through a transmission structure, which will not be described here.

[0044] The utility model still has a variety of implementation manners, all technical schemes formed by using equivalent transformation or equivalent transformation, all fall within the protection scope of the utility model.

Claims

1. A steering device with on-off structure, comprising a left wheel end and a right wheel end, independent steering mechanisms are respectively arranged on the left wheel end and the right wheel end, the independent steering mechanisms comprise suspensions connected with the wheel ends, drive mechanisms are arranged on the suspensions, and the steering device is characterized in that: The left wheel end is provided with a first connecting rod, one end of the first connecting rod is hinged to the left wheel end, and the other end of the first connecting rod is further hinged to a first cross rod, the inner side of the right wheel end is further provided with a second connecting rod, one end of the second connecting rod is hinged to the right wheel end, and the other end of the second connecting rod is further hinged to a second cross rod, the first cross rod and the second cross rod are coaxial and oppositely arranged, the axis thereof is parallel to the axis of the left wheel end and the right wheel end, and the first cross rod and the second cross rod are synchronously translated along the axis thereof with the rotation of the wheel end connected thereto, a switching mechanism is arranged between the first connecting rod and the second connecting rod, and the connecting end of the first connecting rod and the connecting end of the second connecting rod are respectively provided with matched connecting mechanisms.

2. The steering device having an on-off structure according to claim 1, characterized by: The switching mechanism comprises an electromagnetic ring coaxially arranged between the first cross rod and the second cross rod, the connecting mechanism comprises a sliding sleeve mechanism arranged at the end of the first cross rod and a circle of positioning grooves arranged on the outer periphery of the second cross rod, a steel ball is arranged in the sliding sleeve mechanism and can be radially expanded and contracted, in the locked state, the sliding sleeve mechanism extends into the electromagnetic ring, the second cross rod extends into the sliding sleeve mechanism, the steel ball is radially contracted and the bottom thereof is embedded into the positioning groove, and in the unlocked state, the steel ball is radially expanded and leaves the positioning groove.

3. The steering device with on-off structure according to claim 2, characterized by: The sliding sleeve mechanism comprises a guide sleeve base coaxially arranged at the end of the first cross rod and a sliding sleeve slidingly connected to the outer periphery of the guide sleeve base, the connecting end of the guide sleeve base and the outer periphery of the first cross rod form a limiting flange, the outer periphery of the guide sleeve base is further provided with a snap spring, the snap spring is arranged in the space between the limiting flange, a circle of stop blocks are formed on the inner periphery of the sliding sleeve, and the stop blocks are arranged in the space between the limiting flange and the snap spring, and the guide sleeve base is further provided with a limiting hole for positioning the steel ball between the limiting flange and the snap spring.

4. The steering device with on-off structure according to claim 3, characterized by: A first return spring is arranged between the limiting flange and the stop block, a locking cavity is formed in the guide sleeve base, the locking cavity is open to the direction of the second cross rod, and a second return spring is coaxially arranged at the bottom of the locking cavity.

5. The steering device having an on-off structure according to claim 2, characterized by: The first cross rod and the second cross rod are coaxially arranged in a hollow pipe bridge shell and are respectively translated along the axial direction of the pipe bridge shell, and the electromagnetic ring is coaxially arranged on the pipe bridge shell.

6. The steering device having an on-off structure according to claim 1, characterized by: A rack is arranged on the first cross rod or the second cross rod, the rack is engaged with a transmission mechanism, and the transmission mechanism is connected to a steering wheel.

7. The steering device with on-off structure according to claim 6, characterized by: The transmission mechanism at least comprises a gear rod, a first gear is arranged at the input end of the gear rod, the first gear is engaged with the rack, and a second gear is further arranged at the output end of the gear rod.

8. The steering device having an on-off structure according to claim 1, characterized by: The suspension comprises a kingpin connected to a steering knuckle, the kingpin takes the axis thereof as the rotation axis, the rotation axis of the kingpin is perpendicular to the axis of the wheel end, the kingpin is connected to a driving mechanism, the driving mechanism comprises a speed reduction mechanism coaxially connected to the kingpin and a motor drivingly connected to the speed reduction mechanism.

9. The steering device with on-off structure according to claim 8, characterized by: A coupling is arranged at the output end of the motor, the coupling is coaxially connected to a motor gear, the speed reduction mechanism comprises a first speed reduction gear engaged with the motor gear and a second speed reduction gear coaxially arranged on the outer periphery of the kingpin, and the first speed reduction gear is engaged with the second speed reduction gear.

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