CN210707598U

CN210707598U - Automatic steering mechanism of automobile and unmanned automobile comprising same

Info

Publication number: CN210707598U
Application number: CN201921568773.4U
Authority: CN
Inventors: 李晶; 杨浩; 宋志伟
Original assignee: Anhui Cangqing Robot Co Ltd; Cangqing Intelligent Technology Shanghai Co Ltd
Current assignee: Anhui Cangqing Robot Co Ltd; Cangqing Intelligent Technology Shanghai Co Ltd
Priority date: 2019-09-20
Filing date: 2019-09-20
Publication date: 2020-06-09
Anticipated expiration: 2029-09-20

Abstract

The utility model provides a car automatic steering mechanism reaches unmanned car including it, wherein car automatic steering mechanism is connected with the auto steering ware to receive the control ware control, it mainly includes: drive assembly who is connected with power supply unit respectively turns to unit, feedback unit and drive-by-wire controller, and wherein turn to the unit and include: clutch and hold-in range mechanism, the first drive end of hold-in range mechanism is connected with the drive assembly transmission through the clutch, the second drive end of hold-in range mechanism is connected with the auto steering ware transmission, feedback unit is connected with the first drive end transmission of hold-in range mechanism, in order to acquire the parameter that turns to, drive assembly, feedback unit and clutch are respectively through drive-by-wire controller and master controller control connection, for the master controller acquires to turn to the parameter and intervene the clutch control that opens and shuts in good time, in order to switch over the control to auto steering ware between manual/automatic mode. The improved vehicle has manual and automatic electric control steering functions, and hand control driving hand feeling is further improved.

Description

Automatic steering mechanism of automobile and unmanned automobile comprising same

Technical Field

The utility model relates to a car turns to technical field, especially relates to for realizing car unmanned control, and carries out the structural technology of automatic improvement to current steering mechanism.

Background

Autonomous vehicles are able to travel from one location to another with or without a driver. This is commonly referred to as an unmanned vehicle. The automatic driving vehicle is constructed on a Drive-by-Wire (DbW) system, and the motion of the vehicle is controlled by a main controller connected with an engine control module, a vehicle-mounted electronic control unit, a vehicle-mounted sensor and the like. The automatic driving system mainly comprises three parts: sensing, deciding and controlling. The sensing subsystem collects detection data of the self-movement of the vehicle, the surrounding environment, passengers or a driver through a series of vehicle-mounted sensors, and transmits the detection data to the controller to control gears, an accelerator/accelerator, steering, braking and vehicle-mounted electrical devices/equipment through an intelligent strategy and an algorithm, so that the functions of vehicle positioning navigation, driving path planning, obstacle/traffic signal identification, vehicle operation parameter monitoring/error diagnosis, human-vehicle interaction and the like are realized.

The steering system is computer controlled as part of a drive-by-wire system. The mainstream at present includes: electric Power Steering (EPS), Electro-hydraulic Power Steering (EHPS) and Steer-by-Wire (SbW) are all existing automotive Power Steering solutions in the market.

As shown in fig. 1, the motor driving force of the current single gear EPS solution, due to being directly applied to the pinion in the bogie, can give the driver a better steering feel compared to the column EPS, but at the same time has a serious drawback: since the drive motor is located just in front of the pedal, if a frontal collision occurs, the motor may be pushed to the driver's leg and cause injury. To circumvent this safety drawback, many manufacturers have turned to dual gear systems. In the dual-gear EPS system, in addition to the original main rack-and-pinion steering mechanism connected to the steering column, a second set of rack-and-pinion mechanism is added at a position parallel to the direction of the steering rack and close to the vehicle centerline, and the additional gear is driven by the motor. Since the motor is mounted at a position remote from the steering column, the risk of leg injury in a collision can be greatly reduced. Further, by separating the motor from the steering column, steering feeling can be improved.

In practical applications, however, it has been found that the two EPS systems are not commonly used for aftermarket of existing conventional vehicles due to the determined motor arrangement position of the entire system and the limitation of installation space. However, with the trend of driving intellectualization and unmanned driving, a great demand for unmanned upgrade and reconstruction of the existing traditional vehicle is certainly raised, and the existing EPS system can not meet the demand.

In addition, in the dual-pinion EPS system, although the steering feel during manual driving can be improved by separating the motor from the steering column, the entire steering mechanism is connected to the motor through a rack-and-pinion type rigid transmission. During steering, friction force in the mechanism, counter electromotive force of the motor and larger mechanism inertia force are introduced, so that steering feeling is numb, and vehicle control hand feeling is reduced.

SUMMERY OF THE UTILITY MODEL

The utility model discloses a main aim at provides an automatic steering mechanism of car to under the condition that does not change current driving chain and chassis structure, make current vehicle possess artifical and automatic automatically controlled function of turning to simultaneously after improving, and further improve manual driving and feel, make vehicle steering system can feed back the sense of turning to of road conditions and load more really, optimize manual driving and experience.

In order to achieve the above object, according to the first aspect of the present invention, there is provided an automatic steering mechanism for a vehicle, which is connected to a steering gear of the vehicle and controlled by a master controller, the automatic steering mechanism mainly comprises: drive assembly, the unit that turns to, feedback unit and drive-by-wire controller that are connected with power supply unit respectively, wherein should turn to the unit and include: clutch and hold-in range mechanism, this hold-in range mechanism first transmission end is connected with this drive assembly transmission through this clutch, this hold-in range mechanism second transmission end is connected with this auto steering ware transmission, this feedback unit is connected with this hold-in range mechanism third transmission end transmission, in order to obtain and turn to the parameter, this drive assembly, feedback unit and clutch are respectively through this drive-by-wire controller and this master controller control connection, in order to supply this master controller to obtain this and turn to the parameter and intervene the control that opens and shuts of this clutch in good time, in order to switch over the control to this auto steering ware between manual/automatic mode.

According to a first aspect of the present invention, in an alternative embodiment, the drive assembly comprises: the driving motor is in transmission connection with the rotating shaft unit through the speed reducer and is in transmission connection with the clutch through the rotating shaft unit, the motor controller is in control connection with the driving motor, the rotating speed encoder is respectively connected with the driving motor and the motor controller to acquire rotating speed parameters of the driving motor and transmit the rotating speed parameters to the motor controller, and the drive-by-wire controller is in control connection with the motor controller and the feedback unit to acquire the steering parameters and control the driving motor through the motor controller.

According to a first aspect of the present invention, in an alternative embodiment, the drive assembly further comprises: and the brake is respectively connected with the driving motor and the motor controller so as to be controlled by the command of the motor controller to lock the driving motor, so that the current steering angle of the automobile steering gear is kept.

According to a first aspect of the present invention, in an alternative embodiment, the timing belt mechanism comprises: the upper main shaft synchronous belt pulley, the lower main shaft synchronous belt pulley, a driving synchronous belt and a bogie synchronous belt pulley, wherein the upper main shaft synchronous belt pulley and the lower main shaft synchronous belt pulley are fixedly connected with each other and are respectively and rotatably sleeved on the rotating shaft unit in sequence, the upper main shaft synchronous belt pulley is in transmission connection with the clutch, the bogie synchronous belt pulley is arranged at the transmission end of the automobile steering device, and belt pulley connection transmission is formed between the upper main shaft synchronous belt pulley and the bogie synchronous belt pulley through the driving synchronous belt.

According to a first aspect of the present invention, in an alternative embodiment, the feedback unit comprises: encoder synchronous pulley, the transmission shaft, angle encoder, driven hold-in range, wherein this angle encoder passes through the transmission shaft and is connected with this encoder synchronous pulley transmission, forms the band pulley through driven hold-in range between this encoder synchronous pulley and this lower main shaft synchronous pulley and connects the transmission.

According to a first aspect of the present invention, in an alternative embodiment, the spindle unit comprises: the first end of the coupler is connected with the transmission end of the speed reducer, the second end of the coupler is connected with the transmission main shaft, and the clutch and the upper/lower main shaft synchronous belt pulley are sequentially sleeved on the transmission main shaft.

According to a first aspect of the present invention, in an alternative embodiment, the driving motor is: at least one of a DC brushless motor, an AC synchronous motor, an AC asynchronous motor, an AC servo motor, a DC brush motor and a DC/AC stepping motor.

According to a first aspect of the present invention, in an alternative embodiment, the reducer is: at least one of a planetary gear reducer, a worm gear reducer, a cylindrical gear reducer, a conical gear reducer, a planetary cycloidal pin gear reducer, a harmonic reducer and a stepless speed change reducer.

According to a first aspect of the present invention, in an alternative embodiment, the clutch is: at least one of an electromagnetic clutch, a hydraulic electric control clutch and a pneumatic electric control clutch.

The utility model discloses another aspect still provides an unmanned vehicle, and it has adopted the utility model discloses an automatic steering mechanism of car makes.

Through the utility model provides a car automatic steering mechanism reaches unmanned car including it can make current vehicle possess artifical and automatic automatically controlled function of turning to simultaneously after improving under the condition that does not change current driving chain and chassis structure to reduce the technical use threshold, and further enlarged suitable colony, reduced the cost of acquireing the autopilot function, energy-concerving and environment-protective. In addition, the whole mechanism is simple and compact, and parts needing maintenance are fewer, so that the system is high in cost performance, stable and reliable. And on the other hand, compared with the prior art, the hand control driving hand feeling is further improved, so that the steering system of the vehicle can feed back the steering feeling of road conditions and loads more truly, and the manual driving experience is optimized.

On the other hand, the utility model discloses an increase the stopper at the motor afterbody to when long term orientation turned to, by the closed locking motor of master controller control stopper, thereby avoid the motor to draw the overheated problem that the electric current arouses because of the long term for keeping the steering angle. Meanwhile, the braking torque of the brake is amplified through the reduction ratio of the planetary gear reducer and the gear rack mechanism, so that the yawing torque fed back from the hollow uneven road surface during directional cruise can be easily overcome; in other words, this mechanical arrangement enables a compact small brake to generate a large heading-holding braking torque, thereby saving installation space and hardware costs.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification. In the drawings:

FIG. 1 is a schematic diagram of a prior art EPS system architecture;

FIG. 2 is a schematic structural view of the automatic steering mechanism of the present invention;

FIG. 3 is a sectional view of the automatic steering mechanism of the present invention;

FIG. 4 is a partially enlarged view of the automatic steering mechanism of the present invention;

fig. 5 is a structural diagram of an automatic steering mechanism system of an automobile.

Reference numerals

The automobile steering device comprises an automobile steering device 1, a main controller 2, a power supply device 10, a driving assembly 20, a steering unit 30, a feedback unit 40, a line control controller 50, a clutch 31, a synchronous belt mechanism 32, a motor controller 21, a rotating speed encoder 22, a driving motor 23, a speed reducer 24, a rotating shaft unit 25, an upper main shaft synchronous belt wheel 321, a lower main shaft synchronous belt wheel 322, a driving synchronous belt 323, a coupler 251, a transmission main shaft 252, a gear shaft spline 11, an encoder synchronous belt wheel 401, a transmission shaft 402, an angle encoder 403, a driven synchronous belt 404 and a brake 26.

Detailed Description

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

In order to make the technical solution of the present invention better understood, the technical solution of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained without creative efforts by those skilled in the art shall belong to the protection scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions.

The utility model mainly provides an automatic steering mechanism of automobile to be connected with auto steering ware 1, and receive the control of main control unit 2, form hand/automatic control switching, as shown in fig. 2 to fig. 5, it mainly includes: a driving assembly 20, a steering unit 30, a feedback unit 40 and a by-wire controller 50 respectively connected to the power supply apparatus 10, wherein the steering unit 30 includes: clutch 31 and synchronous belt mechanism 32, wherein the clutch 31 is preferably an electromagnetic clutch in this embodiment, the first transmission end of the synchronous belt mechanism 32 is in transmission connection with the driving assembly 20 through the clutch 31, the second transmission end of the synchronous belt mechanism 32 is in transmission connection with the automobile steering gear 1, the feedback unit 40 is in transmission connection with the third transmission end of the synchronous belt mechanism 32 to obtain steering parameters, the driving assembly 20, the feedback unit 40 and the clutch 31 are respectively in control connection with the master controller 2 through the wire control controller 50, so that the master controller 2 can obtain the steering parameters to timely intervene in the opening and closing control of the clutch 31, and thus the control of the automobile steering gear 1 is switched between manual/automatic modes.

Wherein the drive assembly 20 further comprises: a motor controller 21, a rotational speed encoder 22, a driving motor 23, a speed reducer 24, a rotation shaft unit 25, wherein, in the present example, to specifically illustrate the realizability of the embodiment, the drive motor 23, the reduction gear 24 is preferably exemplified by a dc brushless motor and a planetary gear reduction gear, however, it is not limited, and those skilled in the art can understand that if the driving motor 23 is an ac synchronous motor, an ac asynchronous motor, an ac servo motor, a dc brush motor, a dc/ac stepping motor, etc., this reduction gear 24 adopts worm gear reduction gear, cylindrical gear reduction gear, conical gear reduction gear, planet cycloid pin wheel reduction gear, harmonic reduction gear, infinitely variable speed reduction gear etc. also can realize the utility model discloses a scheme, therefore do not restrict here.

The driving motor 23 is in transmission connection with the rotating shaft unit 25 through the speed reducer 24, and is in transmission connection with the clutch 31 through the rotating shaft unit 25, the motor controller 21 is in control connection with the driving motor 23, the rotation speed encoder 22 is respectively connected with the driving motor 23 and the motor controller 21 to acquire the rotation speed parameter of the driving motor 23 and transmit the rotation speed parameter to the motor controller 21, and the drive-by-wire controller 50 is in control connection with the motor controller 21 and the angle encoder 403 to acquire the steering parameter and control the driving motor 23 to operate through the motor controller 21.

In addition, the timing belt mechanism 32 specifically includes: go up main shaft synchronous pulley 321, lower main shaft synchronous pulley 322, initiative hold-in range 323, bogie synchronous pulley 324, wherein should go up/down main shaft

synchronous pulley

321, 322 mutual fixed connection to rotatable cup joint respectively in proper order forms the first and third drive end of hold-in range mechanism 32 on this pivot unit 25, wherein this pivot unit 25 includes: a coupling 251 and a transmission main shaft 252, wherein a first end of the coupling 251 is connected with the transmission end of the speed reducer 24, a second end of the coupling 251 is connected with the transmission main shaft 252, and the transmission main shaft 252 is sequentially sleeved with the clutch 31 and the upper/lower main shaft

synchronous pulleys

321 and 322. Meanwhile, the upper spindle synchronous pulley 321 is in transmission connection with the clutch 31 to obtain power, the bogie synchronous pulley 324, i.e., the second transmission end of the synchronous belt mechanism 32, is arranged at the transmission end of the automobile steering gear 1, i.e., the gear shaft spline 11 of the automobile steering gear 1, and in addition, the upper spindle synchronous pulley 321 and the bogie synchronous pulley 324 form pulley connection transmission through the driving synchronous belt 323 to drive the automobile steering gear 1 to perform steering motion.

Wherein the feedback unit 40 includes: encoder synchronous pulley 401, transmission shaft 402, angle encoder 403, driven hold-in range 404, wherein this angle encoder 403 is connected with this encoder synchronous pulley 401 transmission through transmission shaft 402, this encoder synchronous pulley 401 and this lower main shaft synchronous pulley 322 form the band pulley through driven hold-in range 404 between the synchronous belt mechanism 32 third transmission end and connect the transmission to obtain the current parameter that turns to of this synchronous belt mechanism 32 through this angle encoder 403, so as to intervene the angle reference of controlling at present and turning to under the automatic control mode for follow-up master controller 2 switches over.

Specifically, in the automatic steering mode, the main controller 2 responsible for automatic driving performs automatic mode switching according to the current vehicle rotation speed parameter and the steering parameter after calculation according to the unmanned control program in the prior art, and transmits the steering parameter to the line control controller 50 via the CAN bus, and then transmits the steering parameter to the motor controller 21 via the CAN bus, so as to control the driving motor 23 to drive the reducer 24 according to the set direction, the set rotation speed and the set rotation angle to drive the rotating shaft unit 25 to drive the clutch 31 and the synchronous belt mechanism 32 to realize the corresponding steering motion of the automobile steering device 1.

In this process, the speed encoder 22 connected to the driving motor 23 feeds the motor speed back to the motor controller 21 in real time, and the lower spindle synchronous pulley 322 drives the encoder synchronous pulley 401 to rotate through the driven synchronous belt 404, so that the angle encoder 403 can obtain the steering parameter in real time and transmit the steering parameter to the motor controller 21 through the drive-by-wire controller 50, so that the motor controller 21 can form a real-time closed-loop control of the steering angle and the steering speed through a PID algorithm, thereby realizing accurate and stable steering of the vehicle.

On the other hand, most bogie EPS systems do not have self-locking function of motors at present. Under the working condition of automatic steering and long-time keeping in one direction, the motor draws current to lock the bogie to keep the driving direction; the motor locking current/torque fluctuates along with changes of road condition loads and road surface friction, and particularly when the motor locking current is turned on a rough road surface, the motor locking current will increase rapidly, and the risk that the motor is overheated to damage or peripheral electronic components are influenced exists.

The self-locking mechanism of the bogie or the steering column can effectively solve the problem that the motor is overheated during long-term directional steering. In the market, a worm and gear type motor reducer is adopted in part of steer-by-wire modules, and the self-locking characteristic of reverse input of a worm and gear is utilized to block torque transmitted to a motor output shaft from a road load, in other words, torque in the driving direction is kept borne by a bogie mechanism and the worm and gear reducer during directional steering. However, due to the non-electrically controllable mechanical rigid self-locking characteristic, the steering mechanism cannot perform manual steering operation through steering wheel input, and therefore, the steering mechanism can only be applied to automatic unmanned vehicles without a steering wheel and a steering column.

In order to solve the above problem, in a preferred embodiment of the present invention, the driving assembly 20 further includes: the brake 26, which is preferably an electrically controlled brake in this embodiment, is connected to the driving motor 23 and the motor controller 21 respectively, so as to be controlled by the motor controller 21 to lock the driving motor 23, so as to maintain the current steering angle of the automobile steering device 1.

Therefore, a mode of adding the brake 26 at the tail part of the driving motor 23 is adopted, and when long-term directional steering is carried out, the motor controller 21 controls the brake 26 to close and lock the driving motor 23, so that the problem of overheating of the driving motor 23 caused by long-term current drawing for keeping a steering angle is avoided. Meanwhile, the braking torque of the brake 26 is amplified through the reduction ratio of the speed reducer 24 and a rack-and-pinion mechanism in the automobile steering gear 1, so that the yaw moment fed back from a pothole rough road surface during directional cruise can be easily overcome; in other words, the mechanism arrangement can enable the compact small-sized electric control brake to generate larger course-keeping brake torque, thereby saving the installation space and the hardware cost.

In addition, the main controller 2 can enter a manual mode after being separated by the electromagnetic clutch controlled by the drive-by-wire controller 50, and in the manual steering mode, a driver rotates a steering wheel and transmits the steering wheel to the transmission end 11 of the automobile steering gear 1 through a steering column and a universal joint in the prior art structure, and drives a rack to do linear motion to realize the manual steering of the vehicle. In the process, the bogie synchronous pulley 324 connected with the transmission end of the automobile steering gear 1 is driven to synchronously rotate, and is transmitted to the upper main shaft synchronous pulley 321 through the driving synchronous belt 323, the lower main shaft synchronous pulley 322 connected with the upper main shaft synchronous pulley, and is sequentially transmitted to the encoder synchronous pulley 401, the transmission shaft 402 and the angle encoder 403 through the driven synchronous belt 404 by the lower main shaft synchronous pulley 322. And feeds back the steering angle measured by the angle encoder 403 to the line control controller 50 in real time, and transmits the steering angle to the motor controller 21 and the master controller 2 via the CAN bus. Thus, even if the vehicle is operated under the condition of manual driving, the main controller 2 of automatic driving can still accurately acquire the steering angle of the vehicle in real time. When the driver needs to switch from manual driving to automatic driving at any time, the instantaneous accurate steering angle becomes an important initial reference value for automatic steering of the vehicle.

It is worth mentioning that the electromagnetic clutch is always in the disengaged state in the manual driving mode of the vehicle. In other words, the electromagnetic force disappears when the stator coil is powered off, and the armature friction disc is pulled away from the rotor by the restoring force of the disc spring to disconnect the motion transmission. Thus, the rotation of the upper spindle synchronous pulley 321 is transmitted only to the armature friction disk connected thereto, and cannot reach the rotor of the electromagnetic clutch and the drive spindle 252 keyed thereto.

In addition, the brake 26 at the rear of the driving motor 23 automatically engages and locks the driving motor 23 and the transmission main shaft 252 connected thereto through the coupling 251, that is, in the case of manual steering, only the upper main shaft synchronous pulley 321, the armature friction disk, and the lower main shaft synchronous pulley 322 can rotate around the transmission main shaft 252, and the rest of the components on the axis of the transmission main shaft 252 are stationary with respect to the vehicle body. Therefore, the system moment of inertia during steering is reduced, and the steering force required during manual steering is basically consistent with that before the vehicle is not modified; the friction force of the speed reducer 24 transferred to the steering wheel due to the reverse input of the power chain, the counter electromotive force of the driving motor 23 and the integral inertia force of the driving assembly are blocked; therefore, the steering wheel can feed back the road condition and the steering feeling of the load more truly, and the manual driving experience is optimized.

Furthermore, it is worth mentioning that the utility model discloses a gear and hold-in range mechanism hybrid drive, the planetary gear mechanism of reduction gear 24 promptly > hold-in range mechanism 32 > the rack and pinion mechanism of auto steering 1. Therefore, the backlash-free high-efficiency synchronous belt mechanism 32 is used for transmitting the output torque of the motor to the transmission end of the bogie, and avoids the problems of steering angle error, mechanical vibration and noise caused by backlash (existing in gear transmission). Meanwhile, the synchronous belt and the synchronous belt pulley are in metal-elastomer contact and have a self-lubricating property, and compared with metal-metal contact between gear pairs, the synchronous belt has the advantages of no need of lubrication and less maintenance.

Furthermore, in an alternative embodiment, as can be appreciated by those skilled in the art from the above embodiments, the clutch 31 may also be: a hydraulic electrically controlled clutch 31, a pneumatic electrically controlled clutch 31, and the like. The synchronous belt mechanism 32 may also be a circular belt mechanism, a V-belt mechanism, a flat belt mechanism, a chain transmission mechanism, etc. Therefore, any alternative embodiments proposed in the present embodiment are only used for illustrating the realizability of the present solution and are not limited, and any equivalent alternative embodiments that can realize the solution of the present invention are all within the scope of the disclosure and protection of the present invention.

The preferred embodiments of the present invention disclosed above are intended only to help illustrate the present invention. The preferred embodiments are not intended to be exhaustive or to limit the invention to the precise embodiments disclosed. Obviously, many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, to thereby enable others skilled in the art to best understand the invention for and utilize the invention. The present invention is limited only by the appended claims and their full scope and equivalents, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included within the protection scope of the present invention.

In addition, various different implementation manners of the embodiments of the present invention can be combined arbitrarily, and as long as it does not violate the idea of the embodiments of the present invention, it should be considered as the disclosure of the embodiments of the present invention.

Claims

1. The utility model provides an automatic steering mechanism of car, its and auto steering ware are connected to receive the main control ware control, its characterized in that includes: drive assembly, the unit that turns to, feedback unit and drive-by-wire controller that are connected with power supply unit respectively, wherein turn to the unit and include: clutch and hold-in range mechanism, the first transmission end of hold-in range mechanism passes through the clutch with the drive assembly transmission is connected, hold-in range mechanism second transmission end with the auto steering ware transmission is connected, feedback unit with hold-in range mechanism third transmission end transmission is connected to acquire and turn to the parameter, drive assembly, feedback unit and clutch pass through respectively drive-by-wire controller with master controller control is connected, in order to supply the master controller acquires turn to the parameter and intervene in good time the clutch control that opens and shuts is right with switching between manual/automatic mode auto steering ware's control.

2. The automatic steering mechanism for a vehicle according to claim 1, wherein the drive assembly comprises: the driving motor is in transmission connection with the rotating shaft unit through the speed reducer, the rotating shaft unit is in transmission connection with the clutch, the motor controller is in control connection with the driving motor, the speed encoder is respectively connected with the driving motor and the motor controller to acquire the rotating speed parameter of the driving motor and transmit the rotating speed parameter to the motor controller, and the drive-by-wire controller is in control connection with the motor controller and the feedback unit to acquire the steering parameter and control the driving motor through the motor controller.

3. The automatic steering mechanism for a vehicle of claim 2, wherein the drive assembly further comprises: and the brake is respectively connected with the driving motor and the motor controller so as to be controlled by the command of the motor controller to lock the driving motor, so that the current steering angle of the automobile steering gear is maintained.

4. The automatic steering mechanism for an automobile according to claim 2, wherein the timing belt mechanism comprises: go up main shaft synchronous pulley, lower main shaft synchronous pulley, initiative hold-in range, bogie synchronous pulley, wherein go up/lower main shaft synchronous pulley, mutual fixed connection to rotatable cup joint respectively in proper order in the pivot unit, go up main shaft synchronous pulley with the clutch transmission is connected, bogie synchronous pulley sets up auto steering ware transmission end, go up main shaft synchronous pulley with pass through between the bogie synchronous pulley initiative hold-in range forms the band pulley and connects the transmission.

5. The automatic steering mechanism for automobile according to claim 4, characterized in that the feedback unit comprises: encoder synchronous pulley, transmission shaft, angle encoder, driven hold-in range, wherein angle encoder pass through the transmission shaft with encoder synchronous pulley transmission is connected, encoder synchronous pulley with form the band pulley through driven hold-in range between the lower main shaft synchronous pulley and connect the transmission.

6. The automatic steering mechanism for an automobile according to claim 4, wherein the spindle unit includes: the clutch and the upper/lower main shaft synchronous belt pulley are sequentially sleeved on the transmission main shaft.

7. The automatic steering mechanism for an automobile according to any one of claims 2 to 6, wherein the drive motor is: at least one of a DC brushless motor, an AC synchronous motor, an AC asynchronous motor, an AC servo motor, a DC brush motor and a DC/AC stepping motor.

8. The automatic steering mechanism for an automobile according to any one of claims 2 to 6, wherein the speed reducer is: at least one of a planetary gear reducer, a worm gear reducer, a cylindrical gear reducer, a conical gear reducer, a planetary cycloidal pin gear reducer, a harmonic reducer and a stepless speed change reducer.

9. The automatic steering mechanism for an automobile according to any one of claims 1 to 6, wherein the clutch is: at least one of an electromagnetic clutch, a hydraulic electric control clutch and a pneumatic electric control clutch.

10. An unmanned automobile, characterized by being manufactured by using the automatic steering mechanism for an automobile according to any one of claims 1 to 6.