CN118140692A - Vehicle-type traveling device - Google Patents

Abstract

The present application relates to a vehicular running apparatus. The present application provides a vehicular running apparatus comprising: a cutting assembly including a mowing element for mowing; a chassis supporting the cutting assembly; a cutting motor configured to drive the cutting assembly; the detection device is used for detecting a first operation parameter and a second operation parameter of the cutting motor; the control device is used for controlling the cutting motor to stop or slow down when the first operation parameter is in a first threshold range and the second operation parameter is in a second threshold range for reaching a first preset time; the second operating parameter is different from the first operating parameter, and the second operating parameter at least comprises the rotational speed of the cutting motor. The application improves the accuracy of judging whether the cutting assembly works normally or not, and further improves the safety coefficient of the vehicle type running equipment.

Description

Vehicle-type driving equipment

Technical Field

The present application relates to a vehicle-type traveling device, for example, to a riding lawn mower.

Background technique

Lawn mowers are widely used in fields such as mowing lawns and vegetation. Compared with push-type lawn mowers, riding lawn mowers are easier to use and have higher mowing efficiency. The riding lawn mower has a walking assembly and a driving assembly that drives the walking assembly to enable the riding lawn mower to move. The cutting assembly of the lawn mower includes a cutter disc, a blade, and a motor for driving the blade to rotate. The blade cuts vegetation under the drive of the motor. When the lawn mower is used for a long time, the blade of the cutting assembly is prone to loosening. If the lawn mower is not maintained in time, there is a problem that the blade will detach from the cutter disc under high-speed rotation, and there is even a risk of injury to the operator.

In order to solve the above technical problems, in the prior art, the current value of the blade is collected when it is working, and when the current value of the blade is lower than the threshold, it is determined that the blade is working abnormally. However, this solution has the following problems: if the blade is working at a low speed, its working current is relatively small, and it is easy to misjudge the blade working abnormally.

Therefore, there is an urgent need to provide a vehicle-type traveling device to solve the above technical problems.

Summary of the invention

The purpose of the present application is to provide a vehicle-type traveling device, which solves the problem that when the cutting component is running at a low speed, it is easy to misjudge the abnormal operation of the cutting component.

To achieve this goal, this application adopts the following technical solutions:

A vehicle-type traveling device, comprising:

a cutting assembly including a mowing element for mowing grass;

a chassis supporting the cutting assembly;

a cutting motor configured to drive the cutting assembly;

A detection device, detecting a first operating parameter and a second operating parameter of the cutting motor;

a control device for controlling the cutting motor to stop or slow down when the first operating parameter is within a first threshold range and the second operating parameter is within a second threshold range for a first preset time;

The second operating parameter is different from the first operating parameter, and the second operating parameter at least includes a rotation speed of the cutting motor.

As an optional technical solution of the above-mentioned vehicle-type traveling equipment, the control device controls the cutting motor to stop after a second preset time.

As an optional technical solution of the above-mentioned vehicle-type traveling equipment, the second preset time is greater than 1s.

As an optional technical solution of the above-mentioned vehicle-type traveling equipment, the first operating parameter includes bus current or phase current.

As an optional technical solution for the above-mentioned vehicle-type driving equipment, the first operating parameter includes bus current, and the first threshold range is (0A, 3A].

As an optional technical solution of the above-mentioned vehicle-type driving device, the first operating parameter includes phase current, and the first threshold range is (0A, 4A].

As an optional technical solution for the above-mentioned vehicle-type driving equipment, the second operating parameter includes the actual motor speed and the motor target speed, the second threshold range includes the actual motor speed range and the motor target speed range, and when the actual motor speed is within the first preset time of the actual motor speed range and the target motor speed is within the first preset time of the target motor speed range, the control device controls the cutting motor to stop or decelerate.

As an optional technical solution for the above-mentioned vehicle-type driving device, the actual speed range of the motor is [500r/min, +∞), and the target speed range of the motor is [1950r/min, +∞).

As an optional technical solution for the above-mentioned vehicle-type traveling equipment, the vehicle-type traveling equipment also includes a traveling component, a traveling motor for driving the traveling component, a display screen, a switch board and a battery management system. Before the control device controls the cutting motor to start, it is determined whether the traveling motor, the display screen, the switch board and the battery management system communicate normally with the control device respectively. If so, the cutting motor is started.

As an optional technical solution of the above-mentioned vehicle-type driving equipment, if the rotation speed of the driving motor is greater than a preset rotation speed value, the cutting motor stops.

Beneficial effects of this application:

The vehicle-type traveling equipment provided by the present application obtains the first operating parameter and the second operating parameter of the cutting motor, wherein the second operating parameter at least includes the rotational speed of the cutting motor. When the first operating parameter is within the first threshold range and the second operating parameter is within the second threshold range, the cutting motor stops or slows down, and the rotational speed of the cutting motor is increased as one of the conditions for judging whether there is a fault in the cutting component, thereby avoiding the problem that the cutting motor is easily misjudged as abnormal when the operating current value of the cutting motor is very small when the cutting motor is running at a low speed. The present application improves the accuracy of judging whether the cutting component is working normally, thereby improving the safety factor of the use of the vehicle-type traveling equipment.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a perspective view of a riding lawn mower according to an embodiment of the present application;

FIG2 is a bottom view of the riding lawn mower in FIG1 ;

FIG3 is a perspective view of the steering wheel assembly, the connecting assembly and the chassis assembly of the riding lawn mower in FIG2;

FIG4A is a perspective view of the steering wheel assembly in FIG3 in a first working position;

FIG4B is a perspective view of the steering wheel assembly in FIG3 in a second working position;

FIG4C is a perspective view of the steering wheel assembly of FIG3 in the stowed position;

FIG5 is an exploded view of the connecting assembly and the support rod in FIG3 ;

FIG6A is a schematic diagram of the three-dimensional structure of the steering wheel assembly from a first viewing angle;

FIG6B is a schematic diagram of the three-dimensional structure of the steering wheel assembly from a second viewing angle;

FIG7 is a partial cross-sectional view of the steering wheel assembly;

FIG8A is a schematic diagram showing a state where the operating member does not trigger the switch;

FIG8B is a schematic diagram of a state where an operating member triggers a switch;

FIG9 is a partial cross-sectional view of the steering wheel assembly of FIG7;

FIG10A is a schematic structural diagram of a steering wheel;

FIG10B is a cross-sectional view of FIG10A;

FIG11 is a schematic diagram of the partial structure of the steering wheel rotation assembly and the steering wheel rotation damping assembly;

FIG12 is a first exploded view of a partial structure of a steering wheel rotating assembly;

FIG13 is a second exploded view of a partial structure of the steering wheel rotating assembly;

FIG14 is a schematic structural diagram of a steering wheel rotation damping assembly;

FIG15 is a partial cross-sectional view of FIG14;

FIG16 is a schematic diagram of the structure of the electric switch module;

FIG17 is a first exploded view of the pedal assembly;

FIG18 is a second exploded view of the pedal assembly;

Figure 19 is a schematic diagram of the structure of the switch housing;

FIG20 is an exploded view of the switch housing and the pedal circuit board;

FIG21 is a cross-sectional view of the switch assembly from a first perspective;

FIG22 is a cross-sectional view of the switch assembly from a second perspective;

FIG23 is an exploded view of a partial structure inside the switch assembly;

24 is a wireframe diagram of a first configuration of a vehicle-type traveling device parking mode;

25 is a wireframe diagram of a second structure of a vehicle-type traveling device parking mode;

26 is a flow chart of a parking mode of a vehicle-type driving device;

27 is a schematic diagram of a driving circuit of a vehicle-type traveling device;

28 is a flow chart of the cutting assembly detection of the vehicle-type traveling device;

FIG29 is a schematic diagram of a turning conversion ratio and a first stage return conversion ratio of a vehicle-type traveling device;

FIG30 is a schematic diagram of the conversion ratio of the vehicle-type traveling device when turning back to the center in the second stage;

31 is a flow chart of a steering process of a vehicle-type traveling device;

32 is a flow chart of a return process of a vehicle-type traveling device;

Fig. 33 is a schematic diagram of a turning ratio of a vehicle-type traveling device;

34 is a schematic diagram of the turning ratio of the left and right wheels of the vehicle-type traveling device;

35 is a flow chart of obtaining a steering ratio of a vehicle-type traveling device;

36 is a flow chart of a vehicle-type traveling device control process;

FIG. 37 is a wire block diagram of a control device for a vehicle-type traveling device.

In the figure:

100, vehicle-type driving equipment; 100a, host; 101, first energy storage device; 102, detection device; 103, control device; 104, driving motor; 105, controller unit; 106, drive unit; 107, second energy storage device; 107a, power supply capacitor; 107b, first energy storage component; 107c, second energy storage component; 108, capacitor switch; 109, inverter;

10. cutting assembly; 11. blade; 12. mowing element; 121. mowing space; 13. cutting motor;

20. Casing system; 21. Left cover; 22. Right cover;

40. Lighting system;

50. Operation assembly; 54. Steering wheel rotation damping assembly; 541. Drive wheel; 542. Drive belt; 543. Tensioning adjustment mechanism; 5431. Tensioning wheel; 5432. Tensioning wheel bracket; 5433. Support plate; 5434. Locking piece; 55. Steering wheel rotation assembly; 551. Steering wheel shaft; 552. Bushing; 553. Wire; 554. Magnet bracket; 555. Angle detection circuit board; 556. Circuit board mounting shell; 557. Steering wheel magnet; 56. Steering wheel assembly; 561. Steering wheel; 5611. First layer structure; 5612. Second layer structure; 5613. Rubber coating structure; 562. Support rod; 5621, first end; 5622, second end; 5623, middle part; 5624, first bending part; 5625, second bending part; 5626, first limiter; 5627, second limiter; 563, steering wheel housing; 564, switch; 565, operating member; 5651, trigger part; 5652, reset part; 5653, first limiter; 5654, second limiter; 5655, reinforcement structure; 5656, paddle; 5657, trigger; 566, reset element; 567, main limiter; 5671, first limiter block; 5672, second limiter block; 568, auxiliary limiter; 569, isolation piece;

60. switch module; 61. pedal assembly; 611. pedal body; 612. pedal bracket; 62. switch assembly; 621. fixed bracket; 622. spindle; 623. spindle bracket; 624. spindle bushing; 625. rotating bracket; 6251. U-shaped bracket; 6252. limit bracket; 626. switch housing; 6261. pedal limit part; 6262. pedal circuit board mounting cavity; 6263. mounting cavity; 6264. circular cavity; 6265. first sealing rib; 6266. second sealing rib; 6267. dustproof box; 6268. pedal circuit board mounting box; 627. pedal circuit board; 628. pedal magnet; 629. pedal elastic member;

70. Connecting assembly; 71. Bracket assembly; 711. Base plate; 712. Bracket; 713. Support platform; 72. Bushing assembly; 721. Outer tube; 7211. Strip groove; 722. Bushing; 723. Clamp; 7231. First extension arm; 7232. Second extension arm; 7233. Ring portion; 74. Quick clamp assembly; 741. Handle; 742. Cam assembly; 7421. First cam; 7422. Second cam; 743. Long bolt; 744. Nut;

80. Cutter height adjustment assembly; 81. Adjustment member; 82. Limiting member;

91. chassis; 911. first longitudinal beam; 912. second longitudinal beam; 913. first cross beam; 914. second cross beam; 92. seat; 93. travel assembly; 931L. first left travel wheel; 931R. first right travel wheel; 932L. second left travel wheel; 932R. second right travel wheel; 94. bottom plate; 96. power supply assembly;

1a, axis; 1b, first straight line; 1c, second straight line; 1e, transverse straight line; 1f, first axis; 1g, second axis.

Detailed ways

In order to make the technical problems solved by this application, the technical solutions adopted, and the technical effects achieved more clearly, the technical solutions of the embodiments of this application will be further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without making creative efforts are within the scope of protection of this application.

In the description of this application, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

In the present application, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

As shown in FIG. 1 , this embodiment discloses a vehicle-type traveling device 100 , specifically a riding lawn mower. The vehicle-type traveling device 100 can be operated by a user to mow lawns and other vegetation.

In this specification, the directions of front, back, left, right, up and down are described as the directions shown in FIG1. When a user rides on the vehicle-type traveling device 100 located on the ground, the direction facing the user is defined as the front, the direction facing away from the user is defined as the back, the direction on the left hand side is defined as the left, the direction on the right hand side is defined as the right, the direction close to the ground is defined as the bottom, and the direction away from the ground is defined as the top.

As shown in FIGS. 1 and 2 , the vehicle-type traveling device 100 includes a main unit 100a, which includes a cutting assembly 10, a chassis 91, a seat 92, a housing system 20, a travel assembly 93, a travel motor for driving the travel assembly 93, a power supply assembly 96, a lighting system 40, and an operating assembly 50. Among them, the chassis 91 and the housing system 20 constitute the frame structure of the main unit 100a of the vehicle-type traveling device 100, and the frame structure of the main unit 100a is used to install the cutting assembly 10, the seat 92, the power supply assembly 96, and the lighting system 40, and the travel assembly 93 is used to support the frame structure of the main unit 100a. The vehicle-type traveling device 100 provides energy for the cutting assembly 10, the travel assembly 93, the lighting system 40, etc. through the power assembly. In this embodiment, the power assembly of the vehicle-type traveling device 100 is the power supply assembly 96, and the power supply assembly 96 provides electrical energy for each component of the vehicle-type traveling device 100, so that the vehicle-type traveling device 100 can be used as an electric tool. Compared with the fuel-powered vehicle-type traveling device 100 , the electric vehicle-type traveling device 100 is more environmentally friendly and more energy-saving.

The cutting assembly 10 is used to output power to realize the function of the vehicle-type traveling device 100. The cutting assembly 10 serves as a power output member, and the main machine 100a supports the power output member. Referring to FIG. 2 , the cutting assembly 10 includes: a blade 11, a mowing element 12, and a cutting motor 13 for driving the mowing element 12. In one embodiment, the power of the cutting motor 13 is about 1500W; in one embodiment, the power of the cutting motor 13 is about 3000W. The mowing element 12 is driven by the cutting motor 13 to cut vegetation when rotating at a high speed. For example, the mowing element 12 is a blade for cutting grass on a lawn. The blade 11 is surrounded by a mowing space 121 for accommodating at least part of the mowing element 12. That is, the mowing element 12 is at least partially accommodated in the blade 11, and the cutting motor 13 is used to drive the mowing element 12 to rotate. The cutting assembly 10 is arranged below the chassis 91. In one embodiment, the number of the mowing elements 12 can be 2, and the number of the cutting motors 13 is 2. Accordingly, the two cutting motors 13 drive the two mowing elements 12 respectively. In another embodiment, the number of the mowing elements 12 can be 3, and the number of the cutting motors 13 is 3. Accordingly, the three cutting motors 13 respectively drive the three mowing elements 12. The mowing elements 12 are located in a mowing space 121 formed by the blade disc 11. The mowing space 121 is open downward, so that the mowing elements 12 can cut the vegetation located below the mowing space 121.

As shown in FIG. 1 and FIG. 2 , the chassis 91 extends substantially along the front-rear direction of the vehicle-type traveling device 100, and the cutting assembly 10, the housing system 20, the seat 92, the travel assembly 93, the power supply assembly 96, and the lighting system 40 are all mounted on the chassis 91, and the chassis 91 is used to support the main body of the entire vehicle-type traveling device 100. The travel assembly 93 is used to support the chassis 91 so that the vehicle-type traveling device 100 can travel on the ground, and the travel assembly 93 includes a first travel assembly 931 and a second travel assembly 932. In this embodiment, the first travel assembly 931 is the front travel assembly, including two first travel wheels, namely the left first travel wheel 931L and the right first travel wheel 931R; the second travel assembly 932 is the rear travel assembly, including two second travel wheels, namely the left second travel wheel 932L and the right second travel wheel 932R. The radius of the second travel wheel is greater than the radius of the first travel wheel. The left first running wheel 931L and the right first running wheel 931R are connected by the front axle 934; the left second running wheel 932L and the right second running wheel 932R are connected by the rear axle. The running assembly 93 also includes a running motor for driving the second running assembly 932. In one embodiment, two running motors are provided, that is, the left second running wheel 932L and the right second running wheel 932R are independently driven by their own running motors. In one embodiment, the power of the running motor is about 1500W; in one embodiment, the power of the running motor is about 3000W.

Referring to FIG. 3 , the chassis 91 includes a longitudinal beam and a cross beam. In some embodiments, the chassis 91 includes two longitudinal beams, namely a first longitudinal beam 911 and a second longitudinal beam 912. The chassis 91 also includes two cross beams, namely a first cross beam 913 and a second cross beam 914. The first longitudinal beam 911 is arranged on the left side of the seat 92, and the second longitudinal beam 912 is arranged on the right side of the seat 92. The first longitudinal beam 911 extends along a first straight line 1b, and the second longitudinal beam 912 extends along a second straight line 1c, and the first straight line 1b and the second straight line 1c are parallel. In this embodiment, the first longitudinal beam 911 and the second longitudinal beam 912 extend along the front-to-back direction of the vehicle-type running device 100, and the extending directions of the first longitudinal beam 911 and the second longitudinal beam 912 are parallel to each other. The first cross beam 913 is basically located at the front end of the vehicle-type running device 100, so that the first cross beam 913 also serves as a front bumper to protect the front end of the vehicle-type running device 100 from damage. The second cross beam 914 is basically located at the rear end of the vehicle-type traveling device 100, so that the second cross beam 914 also serves as a rear bumper to protect the rear end of the vehicle-type traveling device 100 from damage. At least part of the first cross beam 913 and the second cross beam 914 extends along the transverse straight line 1e, and the transverse straight line 1e extends in the left-right direction of the vehicle-type traveling device 100. In this embodiment, the extension directions of the first cross beam 913 and the second cross beam 914 are parallel to each other, and the transverse straight line 1e is perpendicular to the first straight line 1b and the second straight line 1c. The first longitudinal beam 911, the second longitudinal beam 912, the first cross beam 913 and the second cross beam 914 can be fixed by fasteners such as bolts, or fixed together by welding.

1 to 3 , the housing system 20 includes a left cover 21 and a right cover 22. The left cover 21 is disposed on the left side of the seat 92, and the right cover 22 is disposed on the right side of the seat 92. The left cover 21 at least partially covers the left second running wheel 932L, and the right cover 22 at least partially covers the right second running wheel 932R. The present application does not limit the specific structure and material of the left cover 21 and the right cover 22. In the present embodiment, the housing system 20 also includes a bottom plate 94 sandwiched between the first longitudinal beam 911 and the second longitudinal beam 912, and when the user rides on the vehicle-type traveling device 100, the user can step on the bottom plate 94.

The power supply assembly 96 is used to provide power to the cutting assembly 10, the travel assembly 93, the lighting system 40, etc., wherein the cutting motor 13, the travel motor and the lighting system 40 are all electrical devices included in the vehicle-type travel device 100, and these electrical devices can convert electrical energy into other forms of energy. The power supply assembly 96 includes at least one battery pack for storing electrical energy. In one embodiment, the voltage of the battery pack is about 56V. In one embodiment, the power supply assembly 96 is arranged at the rear of the vehicle-type travel device 100. The power supply assembly 96 can be arranged behind the seat 92. In other embodiments, the power supply assembly 96 can also be arranged at the front of the vehicle-type travel device 100. In one embodiment, the power supply assembly 96 includes 6 battery packs. These 6 battery packs are arranged in three rows along the front-to-back direction, and each row includes two battery packs arranged in the left-right direction. In addition to only including a battery pack, the power supply assembly 96 can also be set as a combination of a built-in battery cell module and an external plug-in battery pack. Compared with the detachable external battery pack, the built-in battery module has a lower cost and a more compact structure, which saves space and cost while providing more sufficient energy reserves for the vehicle-type traveling device 100. At the same time, a certain number of detachable external battery packs also take into account the flexibility of the power supply assembly 96. For example, the user can only take the battery pack away for charging without driving the entire vehicle-type traveling device 100 to a charging station. When the user is inconvenient or has no time to charge the built-in battery module of the vehicle-type traveling device 100, the external battery pack can be inserted to meet the short-term mowing needs.

As shown in FIG. 1 , FIG. 3 and FIG. 5 , the operating assembly 50 includes a steering wheel assembly 56. In one embodiment, the steering wheel assembly 56 includes a steering wheel 561 that can be rotated by a user and a support rod 562 configured to connect the steering wheel 561 and the chassis 91. The support rod 562 has a first end 5621 connected to the steering wheel 561 and a second end 5622 connected to the chassis 91. The support rod 562 is configured as a hollow tube, which allows the wires of the steering wheel assembly 56 to pass through the hollow tube while saving costs, thereby improving the safety and aesthetics of the wiring. The steering wheel assembly 56 is mounted to the chassis 91 through the connecting assembly 70. The support rod 562 is mounted to the longitudinal beam of the chassis 91 through the connecting assembly 70. In one embodiment, the support rod 562 is mounted to the second longitudinal beam 912 located on the right side of the seat 92 through the connecting assembly 70, so as to facilitate the user to get on and off from the left side of the vehicle-type driving device 100; in other embodiments, the support rod 562 can also be mounted to the first longitudinal beam 911 located on the left side of the seat 92 through the connecting assembly 70. 4A and 4B , the connection assembly 70 includes a locking position and an unlocking position. When the connection assembly 70 is in the unlocking position, the steering wheel 561 and the support rod 562 can slide forward and backward relative to the seat 92, so that the steering wheel assembly 56 can be switched between at least a first working position and a second working position. In one embodiment, the first working position and the second working position are distributed along the front-to-back direction of the vehicle-type traveling device 100; wherein the first working position is shown in FIG. 4A , and the second working position is shown in FIG. 4B . Of course, the steering wheel assembly 56 can also have more working positions.

As shown in FIG. 4A , FIG. 4B and FIG. 5 , the support rod 562 includes a first end 5621 and a second end 5622. The first end 5621 is fixedly connected to the steering wheel, and the second end 5622 is connected to the connecting assembly 70 so as to be mounted to the second longitudinal beam 912. When the connecting assembly 70 is in the unlocked position, the second end 5622 can slide along the extending direction of the longitudinal beam. The first end 5621 is a straight tube, and the second end 5622 is also a straight tube. The first end 5621 and the second end 5622 are connected by a middle portion 5623. In one embodiment, the middle portion 5623 is also a straight tube, and the first end 5621 and the middle portion 5623 are connected by a first bending portion 5624, and the second end 5622 and the middle portion 5623 are connected by a second bending portion 5625. The first end 5621, the first bent portion 5624, the middle portion 5623, the second bent portion 5625, and the second end 5622 are merely for identifying different parts of the support rod 562, and do not represent that these parts are composed of independent or separate parts. In fact, the first end 5621, the first bent portion 5624, the middle portion 5623, the second bent portion 5625, and the second end 5622 can be an integrally formed unit, or multiple different parts fixed together by welding, threaded connection, fastener connection, etc.

The connection assembly 70 includes a bracket assembly 71 and a bushing assembly 72. The bushing assembly 72 is sleeved on the periphery of the second end 5622. The bracket assembly 71 is fixed on the longitudinal beam and supports the bushing assembly 72 and the support rod 562. The bracket assembly 71 is covered by the right cover 22. As shown in FIG5 , the bracket assembly 71 includes a base plate 711 and a bracket 712, wherein the base plate 711 is fixedly mounted to the second longitudinal beam 912, the bracket 712 is fixed above the base plate 711, and an open channel is formed in the extension direction of the second longitudinal beam 912, and the second end 5622 of the support rod 562 and the bushing assembly 72 are mounted on the bracket 712 through the channel. In one embodiment, the base plate 711 is fixed to the second longitudinal beam 912 by fasteners such as screws or bolts. The width of the base plate 711 is greater than the width of the second longitudinal beam 912. In order to make the base plate 711 more stable, the base plate 711 is formed with a downwardly protruding edge around it, and the edge is formed with a slot having a width substantially the same as the second longitudinal beam 912, so that the edge of the base plate 711 is stuck on the second longitudinal beam 912 to prevent the base plate 711 from shaking or tipping over. The bracket 712 is fixed to the base plate 711 by fasteners such as bolts and nuts, and the second end 5622 of the support rod 562 and the bushing assembly 72 pass through the bracket 712. In one embodiment, the bushing assembly 72 is fixed to the bracket 712. In one embodiment, the second end 5622 of the support rod 562 and the bushing assembly 72 are mounted by the bracket 712 at a position slightly higher than, or suspended above, the second longitudinal beam 912.

The bushing assembly 72 includes an outer tube 721, a bushing 722 and a clamp 723. The outer tube 721 extends along the extension direction of the second longitudinal beam 912 and is a hollow tube. For the convenience of description, the end of the outer tube 721 facing the front of the vehicle-type travel device 100 is defined as the front end, and the end facing the rear of the vehicle-type travel device 100 is defined as the rear end. The outer tube 721 is sleeved on the outer periphery of the second end 5622 of the support rod 562, that is, the support rod 562 extends from both ends of the outer tube 721. The end of the support rod 562 extends from the rear end of the outer tube 721, and a part of the second end 5622 of the support rod 562 and the second bending portion 5625 extend from the front end of the outer tube 721. A bushing 722 is sandwiched between the outer tube 721 and the second end 5622 of the support rod 562, and the bushing 722 serves the purpose of smooth sliding and buffering. The bushing 722 can be distributed all over the inner wall of the outer tube 721, or can be distributed at both ends of the outer tube 721. In one embodiment, bushing 722 is a rubber material.

The diameter of at least one end of the outer tube 721 is variable, and the connection assembly 70 is switched between the locked position and the unlocked position by reducing and enlarging the diameter of the outer tube 721. In one embodiment, as shown in FIG. 6A, a strip groove 7211 extending along the extension direction of the second longitudinal beam 912 is formed at the front of the outer tube 721, and the strip groove 7211 is in a trumpet shape, and the front end of the outer tube 721 is sleeved in the clamp 723, and the clamp 723 includes an annular portion 7233 sleeved on the outer tube 721 and two extension arms, and an opening deformation area is formed between the two extension arms. When the distance between the first extension arm 7231 and the second extension arm 7232 is reduced, the opening of the clamp 723 is tightened, and the diameter of the outer tube 721 is reduced. At this time, the connection assembly 70 is in the locked position; when the distance between the first extension arm 7231 and the second extension arm 7232 is increased, the opening of the clamp 723 is loosened, and the diameter of the outer tube 721 is enlarged, and the connection assembly 70 is in the unlocked position. In one embodiment, the bushing 722 is disposed at the front end of the outer tube 721, so that when the opening of the clamp 723 is tightened, the friction between the outer tube 721 and the second end 5622 of the support rod 562 is increased, so that the position of the support rod 562 is stabilized. In one embodiment, the bracket assembly 71 also includes a support platform 713, which is disposed between the second longitudinal beam 912 and the outer tube 721 of the bushing assembly 72. One end of the support platform 713 is fixed to the second longitudinal beam 912, and the other end supports the outer tube 721, so that the bearing capacity of the bracket assembly 71 is stronger, and the steering wheel assembly 56 is more stable after installation.

In one embodiment, when the connection assembly 70 is in the unlocked position, the position of the outer tube 721 remains unchanged, and the second end 5622 of the support rod 562 can slide relative to the outer tube 721 along the front-rear direction of the vehicle-type travel device 100 under the adjustment operation of the user. In this way, when users of different heights and different body shapes ride on the vehicle-type travel device 100, they can adjust the position of the steering wheel assembly 56 according to their needs, thereby improving comfort and ergonomic experience. In order to allow the second end 5622 of the support rod 562 to have sufficient adjustment space, for example, a sliding stroke greater than or equal to 10 cm, the length of the outer tube 721 is less than the length of the straight tube of the second end 5622, and the length of the straight tube of the second end 5622 cannot be too short. In one embodiment, the length of the straight tube of the second end 5622 is greater than or equal to 20 cm and less than or equal to 80 cm; in one embodiment, the length of the straight tube of the second end 5622 is greater than or equal to 40 cm and less than or equal to 60 cm.

A limiting member is also formed or installed on the support rod 562. The first limiting member 5626 is arranged at the end of the support rod 562, that is, the end of the second end 5622 of the support rod 562, so that when the support rod 562 slides forward, it forms an end surface limit with the rear end of the outer tube 721 to prevent the end of the support rod 562 from sliding into the inner part of the outer tube 721, avoid the support rod 562 from accidentally sliding out, and also avoid the support rod 562 and the steering wheel 561 from being too close to the front. The first limiting member 5626 can be a hoop sleeved on the end of the support rod 562, and the maximum diameter of the hoop is greater than the diameter of the support rod 562. In one embodiment, the maximum diameter of the hoop is approximately equal to the diameter of the rear end of the outer tube 721. In one embodiment, the bushing 722 extends out to wrap around the rear end of the outer tube 721, so as to buffer the collision between the rear end of the outer tube 721 and the hoop. In one embodiment, a second limit member 5627 is also provided, as shown in FIG4A , the second limit member 5627 may be a stop block protruding from the surface of the support rod 562, the stop block may be a waist-shaped block, the width of the stop block is slightly smaller than the width of the strip groove 7211 in the outer tube 721, so that when the support rod 562 slides back and forth, the stop block is stuck between the strip grooves 7211 and moves back and forth, on the one hand, it can prevent the support rod 562 from circumferential displacement, that is, it prevents the second end 5622 from rotating in the outer tube 721, thereby preventing the steering wheel assembly 56 from falling down when the bushing assembly 72 becomes loose; on the other hand, it also prevents the support rod 562 from sliding too far backward, thereby preventing the support rod 562 and the steering wheel 561 from being positioned too far back. When the stop block slides backward to a certain extent on the support rod 562, the minimum groove width of the strip groove 7211 is in interference fit with the stop block, so that the support rod 562 cannot continue to slide backward, ensuring that the support rod 562 can be fixed in any range within the telescopic stroke without shaking. In another embodiment, as shown in FIG6A, the second limiter 5627 can also be a bolt cap of at least one bolt installed on the support rod 562. The distance between the first extension arm 7231 and the second extension arm 7232 of the clamp 723 is reduced, and the groove diameter of the strip groove 7211 is tightened to clamp the second limiter 5627 to prevent the support rod 562 from rotating in the outer tube 721, thereby preventing the steering wheel assembly 56 from falling down when the bushing assembly 72 becomes loose.

The steering wheel assembly 56 also has a storage position. When the connection assembly 70 is in the unlocked position, the support rod 562 is slid forward so that the second stopper 5627 is located in front of the outer tube 721 and is separated from the strip groove 7211 of the outer tube 721. At this time, the second stopper 5627 no longer restricts the rotation of the support rod 562, and the second end 5622 of the support rod 562 can rotate in the outer tube 721. In other words, the support rod 562 can rotate around an axis 1a parallel to the longitudinal beam to switch the steering wheel assembly 56 between the storage position and the working position. Referring to FIG. 4C, when the support rod 562 is rotated to the point where the steering wheel 561 is placed on the chassis 91 or supported by the chassis 91, the steering wheel assembly 56 is in the storage position. At this time, the height of the steering wheel 561 does not exceed the seat 92, so it can save space during transportation and is not easily damaged. Through the connection assembly 70 disclosed in this embodiment, the support rod 562 can slide forward and backward along the extension direction of the longitudinal beam while being able to rotate around an axis parallel to the longitudinal beam, so that the steering wheel assembly 56 can adjust the working position while also having the function of being foldable, making the vehicle-type traveling device 100 more convenient to use.

In another embodiment, the connection assembly 70 further includes a quick clamp assembly 74, which includes a rotatable handle 741, and the handle 741 includes a first position and a second position. When the handle 741 is in the first position, the connection assembly 70 is in an unlocked position; when the handle 741 is in the second position, the connection assembly 70 is in a locked position. As shown in FIG. 4B , when the handle 741 is in the first position, the handle 741 opens in a direction away from the outer tube 721; as shown in FIG. 4A , when the handle 741 is in the second position, the handle 741 is close to the outer tube 721. Through the handle 741, the user can conveniently switch the locking position and the unlocking position of the connection assembly 70 without using additional tools such as a wrench to unlock or lock the connection assembly 70.

Optionally, as shown in FIG5 , the quick clamp assembly 74 includes a cam assembly 742. When the handle 741 rotates, the cam assembly 742 is displaced on the rotation axis of the handle 741, so that the opening of the clamp 723 is tightened or loosened. The rotation axis of the handle 741 passes through the first extension arm 7231 and the second extension arm 7232. Two groups of cam assemblies 742 are respectively arranged between the opening of the clamp 723 and the handle 741, that is, one group of cam assemblies 742 is arranged between the first extension arm 7231 of the clamp 723 and the handle 741 on the left side, and the other group of cam assemblies 742 is arranged between the second extension arm 7232 of the clamp 723 and the handle 741 on the right side. A long bolt 743 passes through the handle 741, the cam assembly 742 and the clamp 723 in sequence. The handle 741 and the cam rotate with the long bolt as the axis, and a nut 744 is fixed to the other end of the bolt to limit the axial displacement of the cam to a certain extent. Each cam assembly 742 includes two cams: a first cam 7421 and a second cam 7422, wherein the first cam 7421 rotates synchronously with the handle 741. Since the contact surfaces of the first cam 7421 and the second cam 7422 are step slopes, the rotation of the first cam 7421 will drive the displacement of the second cam 7422 on the rotation axis of the handle 741, thereby reducing or increasing the distance between the first extension arm 7231 and the second extension arm 7232 of the clamp 723.

As shown in FIG. 1 and FIG. 3 , the vehicle-type traveling device 100 further includes a cutter disc height adjustment assembly 80 for adjusting the height of the cutter disc 11 relative to the vehicle frame 91. The cutter disc height adjustment assembly 80 includes: a gear assembly and a linkage assembly, the gear assembly includes an adjustment member 81 and a limit member 82, the adjustment member 81 is used for the user to operate to set different heights of the cutter disc 11, and the limit member 82 includes a plurality of gears, which is used to limit the adjustment member 81 to a preset gear. In this embodiment, the limit member 82 is mounted to the bracket assembly 71.

As shown in FIGS. 6B to 9 , the steering wheel assembly 56 includes a steering wheel 561 and a steering wheel housing 563. The steering wheel 561 can rotate relative to the connecting assembly 70 around the first axis 1f, and the steering wheel housing 563 supports the steering wheel 561. The steering wheel assembly 56 also includes a switch 564 and an operating member 565. The switch 564 is electrically connected to the travel motor to control the start or stop of the travel motor. The operating member 565 includes a triggering portion 5651 that triggers the switch 564. The operating member 565 is rotatably connected to the steering wheel housing 563 with the second axis 1g as an axis. The operating member 565 is operated so that the triggering portion 5651 of the operating member 565 triggers the switch 564, thereby controlling the start or stop of the travel motor, so that the vehicle-type travel device 100 starts or stops. The operating member 565 is connected to a reset element 566. The reset element 566 drives the operating member 565 to reset. The operating member 565 includes a reset portion 5652 that contacts the reset element 566. When the operating member 565 is not pressed by an external force, the reset element 566 makes the triggering portion 5651 of the operating member 565 not contact the switch 564 and return to the initial position. The reset portion 5652 and the triggering portion 5651 are arranged on both sides of the second axis 1g, so that the reset element 566 is far away from the triggering portion 5651, and the reset element 566 does not apply force to the triggering portion 5651, so as to reduce the deformation of the triggering portion 5651 of the operating member 565, reduce the probability of the triggering failure of the operating member 565, and extend the service life of the operating member 565.

In some embodiments, the reset portion 5652 and the trigger portion 5651 are disposed on two sides of a plane passing through the second axis 1g and parallel to the first axis 1f.

The steering wheel housing 563 is also provided with a main limiter 567, which is arranged on the side of the second axis 1g close to the triggering portion 5651, and is configured to limit the displacement of the triggering portion 5651 when the switch 564 is triggered. The main limiter 567 is arranged on the side of the second axis 1g close to the triggering portion 5651 to prevent the switch 564 from being over-pressed, thereby extending the service life of the switch 564 and increasing the stroke of the operating member 565 being pressed. In addition, the main limiter 567 is arranged on the side of the second axis 1g close to the triggering portion 5651, which reduces the deformation of the triggering portion 5651 of the operating member 565, transfers the deformation difference of the operating member 565 to the end away from the triggering portion 5651, improves the stability of the contact between the triggering portion 5651 of the operating member 565 and the switch 564, and thus improves the reliability of the driving motor being started.

In some embodiments, the main limit portion 567 includes a first limit block 5671 and a second limit block 5672, and the first limit block 5671 is arranged closer to the trigger portion 5651 of the operating member 565 than the second limit block 5672. The operating member 565 is provided with a first limit portion 5653 that matches and limits the first limit block 5671, and a second limit portion 5654 that matches and limits the second limit block 5672, which increases the limit points of the operating member 565 and improves the reliability of controlling the stroke of the operating member 565 being pressed.

The first limit block 5671 and the second limit block 5672 are protruded from the inner wall of the steering wheel housing 563, and the first limit block 5671 is higher than the second limit block 5672. The operating member 565 is provided with a first limit portion 5653 and a second limit portion 5654 which are in contact with the end face of the first limit block 5671 and the end face of the second limit block 5672. The first limit portion 5653 includes a first limit surface matching the end face of the first limit block 5671, and the second limit portion 5654 includes a second limit surface matching the end face of the second limit block 5672. The first limit surface and the second limit surface form a stepped surface on the surface of the operating member 565, and the structure is simple.

In some embodiments, the steering wheel housing 563 is further provided with an auxiliary limit portion 568, which is disposed on a side of the second axis 1g close to the reset portion 5652, and is configured to limit the displacement of the trigger portion 5651 when the trigger portion 5651 triggers the switch 564. The auxiliary limit portion 568 is used in conjunction with the main limit portion 567 to increase the limit point of the operating member 565 and improve the reliability of controlling the stroke of the operating member 565 being pressed.

One end of the operating member 565 is placed in the steering wheel housing 563, and one end of the operating member 565 is provided with a trigger portion 5651. The other end of the operating member 565 extends out of the steering wheel housing 563 so as to be used to pull the operating member 565 during operation. A hole is provided on the steering wheel housing 635, and the other end of the operating member 565 passes through the hole and is placed outside the steering wheel housing 563. The hole wall is the auxiliary limit portion 568.

In some embodiments, the operating member 565 includes a trigger 5657 and a paddle 5656. The trigger 5657 is rotatably connected to the steering wheel housing 563 with the second axis 1g as an axis. The trigger 5657 is rotatably connected to the steering wheel housing 563 with the second axis 1g as an axis. One end of the paddle 5656 is detachably connected to the trigger 5657, and the other end of the paddle 5656 is arranged outside the steering wheel housing 563. The trigger 5657 is provided with a trigger portion 5651 at one end opposite to the paddle 5656. After the steering wheel assembly 56 is installed, the paddle 5656 is arranged upward. When the driving motor needs to be started, the paddle 5656 is pressed downward, and the lower side hole wall of the hole on the steering wheel housing 563 is an auxiliary limiting portion 568. The operating member 565 is provided as a two-part structure, which is also convenient for processing the operating member 565.

The triggering part 5651 of the operating member 565 is set as a trapezoidal structure, the triggering part 5651 is provided with a triggering surface for triggering the switch 564, and a reinforcing structure 5655 is provided on the side of the triggering part 5651 opposite to the triggering surface. The structure of the existing operating member 565 is improved, and the overall structural strength of the operating member 565 is increased.

An isolation sheet 569 is provided between the switch 564 and the triggering portion 5651 of the operating member 565. The isolation sheet 569 can produce elastic deformation to avoid wear caused by friction between the switch 564 and the operating member 565, thereby extending the service life of the operating member 565 and the switch 564. The isolation sheet 569 is made of metal, has a certain elasticity, and has good wear resistance. When the operating member 565 presses against the switch 564, the isolation sheet 569 also moves with the operating member 565. FIG8A shows a schematic diagram of the structure of the operating member 565 before the switch 564 is triggered, and FIG8B shows a schematic diagram of the structure of the operating member 565 triggering the switch 564. When the operating member 565 triggers the switch 564, the isolation sheet 569 moves with the operating member 565.

The reset element 566 assists the operating member 565 in resetting. In some embodiments, at least two reset elements 566 are provided to balance the force on the operating member 565 and reduce the local elastic pressure of the single reset element 566 on the operating member 565. The switch 564 is a seesaw micro switch. In some embodiments, the switch 564 includes a switch using a magnet, an inductor or a potentiometer.

As shown in Fig. 10A, 10B and Fig. 11, the steering wheel 561 has a three-layer structure, namely, a first layer structure 5611, a second layer structure 5612 and a rubber-encapsulated structure 5613, which are arranged in sequence from the inside to the outside. The first layer structure 5611 includes a metal insert and a steering wheel body made of hard rubber connected to the metal insert. The steering wheel body is formed by injection molding, and the metal insert is connected to the steering wheel body. The second layer structure 5612 is a layer of hard rubber injected on the outside of the steering wheel body. The hard rubber is injected twice to reduce the main wall thickness of the steering wheel 561, shorten the cooling time, and shorten the mold molding cycle. The first injection molding forms the initial shape of the steering wheel 561, and the second injection molding plays a role in strengthening the structural strength of the steering wheel body, and the deformation of the steering wheel 561 is reduced during the production process. Finally, the outer side of the steering wheel body molded by the second injection molding is injected to form the rubber-encapsulated structure 5613, and the soft rubber of the rubber-encapsulated structure 5613 is used to improve the comfort of the user's grip.

As shown in Fig. 7, Fig. 11, Fig. 12 and Fig. 13, the steering wheel rotating assembly 55 is connected to the steering wheel assembly 56, and the steering wheel rotating assembly 55 and the steering wheel assembly 56 can rotate simultaneously. The steering wheel rotating assembly 55 includes a steering wheel shaft 551, and the steering wheel shaft 551 is a hollow shaft. The wire 553 of the switch 564 of the steering wheel assembly 56 can pass through the steering wheel shaft 551 to be electrically connected to other components. When the steering wheel 561 rotates, the wire 553 will not be twisted as the steering wheel 561 turns, thereby reducing the wear rate of the wire 553 and extending the service life of the wire 553.

A bushing 552 is provided at one end of the steering wheel shaft 551 away from the steering wheel assembly 56. One end of the bushing 552 is plugged into the end of the steering wheel shaft 551. The other end edge of the bushing 552 is an arc surface. The wire 553 passes through the bushing 552 to be electrically connected to other components. The bushing 552 reduces the wear on the wire 553. The bushing 552 is fixed to the steering wheel shaft 551 by bolts to prevent the bushing 552 from being separated from the steering wheel shaft 551.

The bushing 552 is made of plastic, which further reduces the wear on the wire 553 .

In some embodiments, the steering wheel rotating assembly 55 further includes a magnet bracket 554, which is mounted on one end of the steering wheel shaft 551 away from the steering wheel assembly 56. The magnet bracket 554 is a U-shaped structure bracket, one end of the magnet bracket 554 is connected to the steering wheel shaft 551, and the other end of the magnet bracket 554 is used to fix the steering wheel magnet 557, and can also play a role in avoiding the wire 553 passing through the steering wheel shaft 551.

The magnet bracket 554 provides a mounting carrier for the steering wheel magnet 557. In order to ensure the magnetism of the steering wheel magnet 557, the magnet bracket 554 is made of plastic. During processing, a metal block is placed in a processing mold and injection molded to form the magnet bracket 554. At this time, the metal block is embedded in the magnet bracket 554, and then the metal block is magnetized to form the steering wheel magnet 557, which ensures the magnetism of the steering wheel magnet 557 and improves the strength of the steering wheel magnet 557 being fixed.

A circuit board mounting shell 556 is provided on the side facing the steering wheel magnet 557. The circuit board mounting shell 556 is covered at one end of the steering wheel shaft 551 away from the steering wheel assembly 56. An angle detection circuit board 555 is provided inside the circuit board mounting shell 556. An angle detection sensor is provided on the angle detection circuit board 555. Since the steering wheel magnet 557 is coaxially arranged with the steering wheel shaft 551, the angle detection sensor is arranged in the middle position of the angle detection circuit board 555, and the structure is compact. The magnet bracket 554 is installed on the steering wheel shaft 551 and can rotate with the steering wheel shaft 551. Therefore, the steering wheel magnet 557 can also rotate with the steering wheel shaft 551, thereby improving the accuracy of the steering angle detection of the steering wheel 561.

Glue is poured into the circuit board mounting shell 556 to seal the angle detection circuit board 555. The pins and other connectors on the angle detection circuit board 555 are placed on the outside of the circuit board mounting shell 556 after the glue is poured, so as to facilitate the plugging and unplugging with other connecting wires.

As shown in Fig. 11, the steering wheel rotation assembly 55 is connected to the steering wheel rotation damping assembly 54, and the steering wheel rotation damping assembly 54 provides resistance to the rotation of the steering wheel rotation assembly 55 to improve the comfort of the user rotating the steering wheel 561. As shown in Figs. 14 and 15, the steering wheel rotation damping assembly 54 includes a transmission wheel 541 and a transmission belt 542. The transmission wheel 541 includes a first transmission wheel and a second transmission wheel installed on the steering wheel shaft 551. The first transmission wheel and the second transmission wheel are connected by transmission belt 542. The first transmission wheel is a driving wheel driven by the user, and the second transmission wheel is a driven wheel.

The steering wheel rotation damping assembly 54 further includes a tension adjustment mechanism 543 , which is used to adjust the tightness of the transmission belt 542 so that the rotation resistance between the first transmission wheel and the second transmission wheel can be adjusted.

In some embodiments, the tension adjustment mechanism 543 includes a tension wheel 5431, the tension wheel 5431 contacts the transmission belt 542, the tension wheel 5431 is installed on a tension wheel bracket 5432, the tension wheel bracket 5432 is supported on a support plate 5433, and one side of the tension wheel bracket 5432 contacts the support plate 5433. The tension wheel bracket 5432 can be displaced relative to the support plate 5433 to adjust the position of the tension wheel 5431 relative to the transmission belt 542. The tension wheel bracket 5432 is provided with a locking member 5434, and the locking member 5434 can fix the tension wheel bracket 5432 on the support plate 5433.

In order to improve the stability of the tensioning wheel bracket 5432 being fixed, a first serration is provided on the support plate 5433, and a second serration meshing with the first serration is provided on the tensioning wheel bracket 5432, thereby increasing the friction between the support plate 5433 and the tensioning wheel bracket 5432, and the locking piece 5434 can stably fix the tensioning wheel bracket 5432 on the support plate 5433.

The locking member 5434 includes a pressure plate and a bolt. A long hole is provided on the side of the tension wheel bracket 5432 away from the support plate 5433. The pressure plate is placed above the long hole. The bolt passes through the pressure plate and the long hole and can abut against the support plate 5433. After adjusting the position of the tension wheel 5431, the bolt is screwed to transmit force to the tension wheel bracket 5432 through the pressure plate, and the tension wheel bracket 5432 is pressed against the support plate 5433.

As shown in Figure 16, the main unit 100a of the vehicle-type driving device 100 also includes a switch module 60, and the switch module 60 includes a pedal assembly 61 and a switch assembly 62. The pedal assembly 61 is stepped on to control the switch assembly 62 to control the amount of power or fuel supplied to the vehicle-type driving device 100, thereby controlling the driving speed of the vehicle-type driving device 100.

As shown in FIGS. 17 and 18 , the pedal assembly 61 includes a pedal body 611 and a pedal bracket 612. The pedal bracket 612 is a metal part, and one end of the pedal bracket 612 is connected to the electric switch assembly 62. The pedal body 611 is a rubber part, and the pedal body 611 is for the driver to step on. The other end of the pedal bracket 612 is provided with a mounting groove, and the pedal body 611 is arranged in the mounting groove, and the pedal body 611 is connected to the mounting groove through the structure of the plug-in groove and the plug-in block. The connection structure is simple, and it is easy to assemble the pedal body 611 on the pedal bracket 612.

As shown in FIG. 16 , the electric switch assembly 62 includes a fixed bracket 621 , which serves as a mounting carrier. Other components of the electric switch assembly 62 are arranged on the fixed bracket 621 , thereby realizing a modular arrangement of the electric switch module 60 , and the electric switch module 60 can be removed or installed as a whole.

As shown in FIGS. 19 to 21 , a switch housing 626 is provided on the fixed bracket 621, and a mounting cavity 6263 and a pedal circuit board mounting cavity 6262 are provided in the switch housing 626. A main shaft 622 is rotatably provided in the mounting cavity 6263, and the main shaft 622 is rotatably connected to the fixed bracket 621, and one end of the main shaft 622 extends out of the switch housing 626 and is fixedly connected to the pedal bracket 612. When the pedal body 611 is stepped on, the pedal bracket 612 drives the main shaft 622 to rotate.

The switch housing 626 includes a dustproof box 6267 and a pedal circuit board installation box 6268 disposed on one side of the dustproof box 6267. The pedal circuit board installation box 6268 is installed on the fixing bracket 621. The pedal circuit board installation box 6268 has a pedal circuit board installation cavity 6262 for installing the pedal circuit board 627. The side of the pedal circuit board installation box 6268 facing away from the dustproof box 6267 has an opening for installing the pedal circuit board 627. The dustproof box 6267 includes a detachably connected upper dustproof box and a lower dustproof box. The lower dustproof box is installed on the fixing bracket 621. The upper dustproof box is buckled on the lower dustproof box to form an installation cavity 6263, which has a sealed and dustproof performance.

The pedal circuit board 627 is installed in the pedal circuit board mounting box 6268. The opening of the pedal circuit board mounting box 6268 is sealed with glue in the pedal circuit board mounting cavity 6262, which has waterproof performance. There is no dust accumulation at the pedal magnet 628, avoiding failure of the angle detection sensor.

A circular cavity 6264 is provided on the pedal circuit board mounting box 6268, and the circular cavity 6264 connects the mounting cavity 6263 and the pedal circuit board mounting cavity 6262. The other end of the main shaft 622 extends out of the dust box 6267 through the circular cavity 6264 and the end of the main shaft 622 is placed in the circular cavity 6264. A pedal magnet 628 is provided at the end of the main shaft 622, and the pedal magnet 628 is placed in the circular cavity 6264. A pedal circuit board 627 is provided in the pedal circuit board mounting cavity 6262, and an angle detection sensor is provided at the position corresponding to the pedal circuit board 627 and the pedal magnet 628 to obtain the rotation angle of the main shaft 622, and then obtain the opening and closing degree of the pedal assembly 61.

In order to improve the sealing performance of the connection between the pedal circuit board mounting box 6268 and the dustproof box 6267, a first sealing rib 6265 is circumferentially protruded on the side of the pedal circuit board mounting box 6268 facing away from the outlet. The first sealing rib 6265 contacts the surface of the dustproof box 6267, thereby improving the sealing and dustproof performance of the pedal circuit board mounting box 6268.

A second sealing rib 6266 is circumferentially protruded at one end of the circular cavity 6264 close to the dust box 6267. The second sealing rib 6266 contacts the surface of the dust box 6267 to prevent dust and other impurities from entering the circular cavity 6264 and affecting the detection accuracy of the angle detection sensor, thereby improving the sealing and dustproof performance of the pedal circuit board mounting box 6268.

As shown in Figures 21, 22 and 23, a spindle bracket 623 is further provided in the dustproof box, and the spindle bracket 623 is mounted on the spindle 622. The spindle bracket 623 includes two ring members arranged opposite and in parallel, and parts of the two ring members are connected by a connecting member to form a space for the spindle 622 to pass through, and the other end of the spindle 622 passes through the two ring members of the spindle bracket 623 and the dustproof box and is placed in the pedal circuit board mounting cavity 6262.

The two opposite ends of the spindle support 623 are provided with spindle bushings 624, which fit the annular part of the spindle support 623 and are sleeved on the spindle 622. The provision of the spindle bushings 624 reduces the radial and axial movement of the spindle 622 and improves the accuracy of the angle sensor receiving the signal.

The main shaft 622 is also connected to a rotating bracket 625, which is installed on the main shaft 622 between the two rings. The rotating bracket 625 includes a U-shaped bracket 6251 and a limiting bracket 6252. The main shaft 622 is placed in the U-shaped groove of the U-shaped bracket 6251. The limiting bracket 6252 is an S-shaped bracket. One end of the limiting bracket 6252 is attached to and connected to one side of the U-shaped bracket 6251, and the other end is used to contact with a pedal limiting portion 6261 provided on the fixed bracket 621. The U-shaped bracket 6251 and the limiting bracket 6252 can rotate with the main shaft 622, and the pedal limiting portion 6261 limits the range of rotation of the main shaft 622.

One end of the limiting bracket 6252 is connected to a pedal elastic member 629, which always has a tendency to reset the main shaft 622 and thus reset the pedal assembly 61. When the pedal assembly 61 is not subjected to a pedal force, the pedal elastic member 629 assists the main shaft 622 in resetting, and the pedal limiting portion 6261 limits the position where the main shaft 622 is reset.

In some embodiments, two pedal elastic members 629 are provided. When one pedal elastic member 629 loses its elastic force, the other pedal elastic member 629 can still play a resetting role, avoiding the risk of one pedal elastic member 629 being damaged and causing the pedal assembly 61 to immediately fail in resetting.

The pedal elastic member 629 is a spring. If two springs are provided, the two springs can be coaxially provided, with one spring being placed inside the other spring.

As shown in Figures 24 and 25, when the vehicle-type traveling device 100 is parked on a slope for a long time in parking mode through the power supply assembly 96, the power supply assembly 96 continues to supply power until it is completely discharged or the power is too low, which will cause the vehicle-type traveling device 100 to be powered off. If the brake pedal is not stepped on to the preset position, the running wheels can move freely, and the vehicle-type traveling device 100 will slip. In some embodiments, in order to solve the above-mentioned technical problems, the vehicle-type traveling device 100 is provided with a first energy storage device 101 and a second energy storage device 107. The traveling assembly 93 includes a plurality of running wheels, exemplarily, the plurality of running wheels are respectively a left first running wheel, a left second running wheel, a right first running wheel, and a right second running wheel. The traveling motor 104 drives the traveling assembly 93 to provide power for the traveling of the vehicle-type traveling device 100. The first energy storage device 101 is configured to at least supply power to the traveling motor 104 so that the traveling motor 104 drives the walking component 93 to operate, and the second energy storage device 107 is configured to serve as a power source to control the traveling motor 104 to enter the parking mode when the power of the first energy storage device 101 is less than a preset value and/or when the power transmission path from the first energy storage device 101 to the traveling motor 104 fails or is disconnected.

The first energy storage device 101 in the vehicle-type driving device 100 can supply power to the driving motor 104 so that the driving motor 104 drives the travel component 93 to operate and can be used as a power source to control the driving motor 104 to enter the parking mode. When the power of the first energy storage device 101 is greater than or equal to the preset value, the first energy storage device 101 acts as a power source to enable the drive control unit to control the driving motor 104 to enter the parking mode. When the power of the first energy storage device 101 is less than the preset value and cannot control the driving motor 104 to enter the parking mode, and/or when the power transmission path from the first energy storage device 101 to the driving motor 104 fails or is disconnected, the second energy storage device 107 acts as a power source to control the driving motor 104 to enter the parking mode, so that the vehicle-type driving device 100 can be in the parking mode for a long time. Faults occurring on the power transmission path from the first energy storage device 101 to the driving motor 104 include battery cell damage, battery management system damage, temperature faults, insulation faults, fuse burnout, etc. Faults occurring on the power transmission path may cause low power, sudden power loss, or electrical disconnection in the power supply system. When the first energy storage device 101 and the vehicle-type traveling device 100 are disconnected from the electrical connection, the power transmission path from the first energy storage device 101 to the traveling motor 104 is disconnected. In this way, by providing the second energy storage device 107, the problem of the vehicle-type traveling device 100 slipping in the case of complete power failure, sudden power failure and low power is solved, thereby improving safety.

In some embodiments, the vehicle-type traveling device 100 further includes a control device 103 , which includes a controller unit 105 and a drive control unit. The controller unit 105 can control the drive control unit to enable the traveling motor 104 to drive the traveling component 93 to operate.

The controller unit 105 includes a controller and some related circuits. Since the circuit structure of the controller unit 105 is a prior art, it is not specifically limited here.

The driving control unit includes a switch element and a driving unit 106. The switch element is powered to trigger the driving motor 104 to enter the parking mode. Since the driving unit 106 includes a relay and some related circuits, but since the circuit structure is a prior art, it is not specifically limited here.

The switch element includes an inverter 109. When the first energy storage device 101 is powered, the first energy storage device 101 acts as a power source to enable the drive control unit to control the travel motor 104 to enter the parking mode. The relay of the drive control unit is energized, and the controller works to control the inverter 109 to work to realize electronic parking.

When the first energy storage device 101 is out of power, the second energy storage device 107 is used as a power source to enable the drive control unit to control the travel motor 104 to enter the parking mode. The three phases of the travel motor 104 are short-circuited to enter the parking mode.

The controller stops working, the relay of the drive unit 106 is disconnected, the second energy storage device 107 supplies power to the drive unit, the lower bridge MOSFET of the inverter 109 is turned on, and the phase lines of the travel motor 104 are short-circuited to form a braking force.

In some embodiments, as shown in FIG. 24 , the second energy storage device 107 includes a power supply capacitor 107a. When the power of the first energy storage device 101 is greater than a preset value, the first energy storage device 101 can charge the power supply capacitor 107a. When the power of the first energy storage device 101 is less than a preset value, the power supply capacitor 107a serves as a power source to enable the drive unit to control the driving motor 104 to enter the parking mode, thereby solving the problem of the control system of the vehicle-type driving equipment slipping when the power is completely cut off.

The second energy storage device 107 also includes a first energy storage component 107b. When the travel component 93 slips, the back electromotive force generated by the travel motor 104 charges the first energy storage component 107b. The first energy storage component 107b charges the power supply capacitor 107a when the power of the power supply capacitor 107a is less than the preset power value. The first energy storage component 107b is set. When the power of the power supply capacitor 107a is not enough to turn on the lower bridge MOSFET of the inverter 109, the travel motor 104 cannot brake, and the vehicle-type travel device 100 will slide, then the travel motor 104 starts to rotate, and the back electromotive force generated by the rotation of the travel motor 104 can charge the first energy storage component 107b. When the stored power of the first energy storage component 107b reaches the set value, the first energy storage component 107b starts to charge the power supply capacitor 107a. When the power of the power supply capacitor 107a reaches a preset value, the lower bridge MOSFET of the inverter 109 is turned on again to short-circuit the phase lines of the driving motor 104, thereby forming a braking force to park the vehicle-type driving device 100. The vehicle-type driving device 100 includes a capacitor switch 108, and the capacitor switch 108 is configured to disconnect or engage the power supply capacitor 107a. The first energy storage device 101 includes a battery pack. When the user removes the battery pack from the vehicle-type driving device 100, the battery pack is electrically disconnected from the vehicle-type driving device 100, and the user can manually operate the capacitor switch 108 to disconnect the power supply capacitor 107a, and the power supply capacitor 107a is discharged. In some embodiments, the capacitor switch 108 automatically controls the power supply capacitor 107a to disconnect and discharge. In this way, the driving motor 104 exits the three-phase short-circuited state, and the user can push the vehicle-type driving device 100 when the battery pack is removed, which is convenient for operation. When the user places the battery pack into the vehicle-type traveling device 100, the battery pack is electrically connected to the vehicle-type traveling device 100, and the user can manually operate the capacitor switch 108 to engage the power supply capacitor 107a. In some embodiments, the capacitor switch 108 automatically controls the power supply capacitor 107a to engage. In this way, the second energy storage device 107 can be used as a power source to control the driving motor 104 to enter the parking mode after the battery pack is put back into the vehicle-type traveling device 100, and when the power of the first energy storage device 101 is less than a preset value, and/or when the power transmission path from the first energy storage device 101 to the driving motor 104 fails or is disconnected, to improve safety.

In some embodiments, as shown in FIG25 , the second energy storage device 107 includes a second energy storage component 107c. When the power of the first energy storage device 107 is less than a preset value, and/or when the power transmission path from the first energy storage device 101 to the travel motor 104 fails or is disconnected, the second energy storage component 107c serves as a power source to enable the drive unit to control the travel motor 104 to enter the parking mode. The second energy storage component 107c supplies power to the drive unit, turning on the lower bridge MOSFET of the inverter 109, and short-circuiting the phase lines of the travel motor 104 to form a braking force.

The parking mode mentioned above is that the travel motor 104 slows down or stops. When the travel motor 104 slows down, the vehicle-type travel device 100 will slide continuously or discontinuously at a very low speed, and will not slide down the slope to a large extent, thereby improving safety.

As shown in FIG. 26 , in step S1, the detection device 102 determines whether the power of the first energy storage device 107 is less than a preset value, and/or whether the power transmission path from the first energy storage device 101 to the travel motor 104 fails or is disconnected. In step S2, when the power of the first energy storage device 107 is greater than the preset value, and/or the power transmission path from the first energy storage device 101 to the travel motor 104 does not fail or is disconnected, the first energy storage device 101 acts as a power source to control the vehicle-type travel device 100 to enter the parking mode. In step S3, when the power of the first energy storage device 107 is less than or equal to the preset value, and/or the power transmission path from the first energy storage device 101 to the travel motor 104 fails or is disconnected, the second energy storage device 107 acts as a power source to control the vehicle-type travel device 100 to enter the parking mode. In step S4, the detection device 102 determines whether the power of the second energy storage device 107 is exhausted, or determines whether the power of the second energy storage device 107 is less than or equal to a preset value, or determines whether the voltage of the second energy storage device 107 is less than or equal to a preset value. If the judgment result is no, the second energy storage device 107 continues to serve as a power source to control the vehicle-type driving device 100 to enter the parking mode. If the judgment result is yes, in step S5, when the power of the second energy storage device 107 is exhausted, or when the power of the second energy storage device 107 is less than or equal to the preset value, or when the voltage of the second energy storage device 107 is less than or equal to the preset value, the vehicle-type driving device 100 slides on the slope to supply power to the second energy storage device 107. In step S6, the detection device 102 determines whether the power or voltage of the second energy storage device 107 is increased to enable the vehicle-type driving device 100 to enter the parking mode. If the judgment result is no, the vehicle-type driving device 100 continues to slide on the slope to supply power to the second energy storage device 107. If the determination result is yes, the second energy storage device 107 serves as a power source to control the vehicle-type traveling device 100 to enter the parking mode.

The specific structures of the first energy storage device 101 , the first energy storage assembly 107 b and the second energy storage assembly 107 c are all prior art and will not be described in detail herein.

The vehicle-type traveling device 100 is a riding lawn mower, which has a cutting assembly 10, and a chassis 91 supports the cutting assembly 10. The cutting assembly 10 includes a cutting element 12 for cutting grass, and a cutting motor 13 is configured to drive the cutting assembly 10. When the lawn mower is used for a long time, the cutting element 12 is easy to loosen, so it is necessary to detect whether the cutting element 12 is abnormal before the cutting assembly 10 is operated.

In order to ensure that the cutting assembly 10 can accurately determine whether there is an abnormality in operation when the cutting assembly 10 is running at a low speed, in some embodiments, a detection device 102 is provided to detect a first operating parameter and a second operating parameter of the cutting motor 13. A control device 103 is provided to control the cutting motor 13 to stop or decelerate when the first operating parameter is within a first threshold range and the second operating parameter is within a second threshold range for a first preset time. The second operating parameter is different from the first operating parameter, and the second operating parameter at least includes the rotation speed of the cutting motor 13.

As shown in Figure 27, the detection device 102 obtains the first operating parameter and the second operating parameter of the cutting motor 13, and the second operating parameter at least includes the rotational speed of the cutting motor 13. When the first operating parameter is within the first threshold range and the second operating parameter is within the second threshold range, the cutting motor 13 stops or slows down, and increasing the rotational speed of the cutting motor 13 is used as one of the conditions for judging whether the cutting component 10 is faulty, thereby avoiding the problem that when the cutting motor 13 is running at a low speed, the cutting component 10 is easily misjudged as abnormal due to the small working current value of the cutting motor 13. The present application improves the accuracy of judging whether the cutting component 10 is working normally, thereby improving the safety of using the lawn mower.

In some embodiments, the control device 103 controls the cutting motor 13 to stop after a second preset time. The second preset time is greater than the first preset time. The second preset time provides a buffer time for the shutdown of the cutting motor 13 to avoid sudden shutdown causing impact on the cutting motor 13.

The second preset time is greater than 1 second, ensuring that the cutting motor 13 is controlled to slow down within a certain period of time until it stops without causing damage to the surrounding environment or operators.

In some embodiments, the second operating parameter includes an actual motor speed and a target motor speed, and the second threshold range includes an actual motor speed range and a target motor speed range. When the actual speed of the cutting motor 13 is within the actual motor speed range for a first preset time and the target speed of the cutting motor 13 is within the target motor speed range for a first preset time, and the first operating parameter is within the first threshold range for a first preset time, it indicates that there is a fault in the cutting assembly 10, and the control device 103 controls the cutting motor 13 to stop or slow down to ensure the safety of the lawn mower during operation.

The first operating parameter includes the bus current. When the bus current value is relatively small, the actual motor speed and the target motor speed are used to reflect whether the cutting assembly is faulty.

If the first operating parameter includes bus current, the first threshold range is (0A, 3A). The actual motor speed range is [500r/min, +∞), and the motor target speed range is [1950r/min, +∞).

In some embodiments, the second operating parameter includes an actual motor speed and a target motor speed, and the second threshold range includes an actual motor speed range and a target motor speed range. When the actual speed of the cutting motor 13 is within the actual motor speed range for a first preset time and the target speed of the cutting motor 13 is within the target motor speed range for a first preset time, and the first operating parameter is within the first threshold range for a first preset time, it indicates that there is a fault in the cutting assembly 10, and the control device 103 controls the cutting motor 13 to stop or slow down to ensure the safety of the lawn mower during operation.

The first operating parameter includes the phase current. When the phase current value is relatively small, the actual rotation speed of the cutting motor 13 and the target rotation speed of the cutting motor 13 reflect whether the cutting assembly 10 has a fault.

If the first operating parameter includes phase current, the first threshold range is (0A, 4A). The actual motor speed range is [500r/min, +∞), and the motor target speed range is [1950r/min, +∞).

The lawn mower also includes a display screen, a switch board and a battery management system. Before the control device 103 controls the cutting motor 13 to start, it determines whether the travel motor 104, the display screen, the switch board and the battery management system that drive the walking component 93 to operate are communicating normally with the control device 103 respectively. If so, the cutting motor 13 is started. If any of them has an abnormality in the communication with the control device 103, the cutting motor 13 cannot be started to ensure the safety of the lawn mower operation.

As shown in Figure 28, in step S1, the detection device 102 detects whether the phase current is less than or equal to 4A, or whether the bus current is less than or equal to 3A. If the judgment result is no, the judgment is terminated. If the judgment result is yes, in step S2, the detection device 102 detects whether the actual speed of the motor is greater than or equal to 500r/min, and whether the target speed of the motor is greater than or equal to 1950r/min. If the judgment result is no, the judgment is terminated. If the judgment result is yes, in step S3, the detection device 102 detects whether the time when the first operating parameter is in the first threshold range and the second operating parameter is in the second threshold range is greater than 1s. If the judgment result is no, the judgment is terminated. If the judgment result is yes, in step S4, the control device 103 controls the cutting motor 13 to stop or slow down.

The switch board is a control board for controlling the start and stop of the lawn mower, and its structure is prior art and is not specifically limited here. The communication connection between the travel motor 104, the display screen, the switch board and the battery management system and the control device 103 is prior art and is not specifically limited here.

In some embodiments, if the lawn mower enters the cruise mode, the cutting assembly 10 does not perform the mowing operation. When the lawn mower is in the cruise mode, the speed of the travel motor 104 driving the travel assembly 93 will be relatively high. If the speed of the travel motor 104 is greater than the preset speed value, the cutting motor 13 will stop to ensure the safety of the working environment.

The vehicle-type traveling device 100 generally has the performance of reducing speed during turning. In order to improve the stability of the speed reduction of the vehicle-type traveling device 100 during turning and the driving safety of the vehicle-type traveling device 100, in some embodiments, the performance of reducing speed during turning of the vehicle-type traveling device 100 is improved to improve the user experience. As shown in Figures 29 and 30, the vehicle-type traveling device 100 includes a speed setting device and a driving motor 104. The speed setting device is used for the user to set the driving speed of the vehicle-type traveling device 100. The driving speed set by the speed setting device is defined as the input speed. The driving motor 104 drives the vehicle-type traveling device 100 to travel at a target speed, and the target speed is the actual driving speed of the vehicle-type traveling device 100. The ratio of the target speed to the input speed is defined as the conversion ratio. The control device 103 can set the conversion ratio according to the steering angle of the steering wheel 561. During the steering process of the vehicle-type driving equipment 100, when the steering angle of the steering wheel 561 is within a preset range, when the steering wheel 561 has a first steering angle, the control device 103 sets the conversion ratio to a first steering conversion ratio, and when the steering wheel 561 has a second steering angle, the control device 103 sets the conversion ratio to a second steering conversion ratio, and the second steering conversion ratio is different from the first steering conversion ratio.

This driving method can be applied to the cruise mode of the vehicle-type driving device 100, and of course can also be used in other driving modes, which are not specifically limited here. The conversion ratio is obtained using the target speed and the input speed. Different steering angles of the steering wheel 561 correspond to different conversion ratios. The conversion ratio is obtained according to the steering angle of the steering wheel 561, and then the target speed of the vehicle-type driving device 100 is adjusted according to the conversion ratio, so that the driving speed of the vehicle-type driving device 100 can be steadily reduced during the turning process, and the driver will not feel a shock due to a sudden drop or increase in speed, thereby improving the driving safety of the vehicle-type driving device 100 and the user experience.

The vehicle-type driving device 100 includes a steering process and a return process. The steering process includes a first steering stage and a second steering stage, the steering angle of the first steering stage is a first steering angle, and the steering angle of the second steering stage is a second steering angle. The vehicle-type driving device 100 is in the first steering stage, and the first steering conversion ratio remains unchanged. The vehicle-type driving device 100 is in the second steering stage, and the second steering conversion ratio changes linearly. The vehicle-type driving device 100 can set different conversion ratios according to the turning angle, and then adjust the driving speed of the vehicle-type driving device 100, thereby improving the driving safety of the vehicle-type driving device 100 and the user experience.

In some embodiments, the first steering angle is greater than or equal to 0° and less than or equal to 25°, and the first steering conversion ratio is 100%. When the vehicle-type driving device 100 is turned within the range of the first steering angle, the first steering conversion ratio is a fixed value.

In some embodiments, the second steering angle is greater than 25° and less than or equal to 180°. Within this angle range, the second steering ratio of the second steering stage changes linearly, wherein the linear equation is y=-0.4516x+111.3, where x is the second steering angle and y is the second steering conversion ratio. The greater the steering angle of the vehicle-type driving device 100, the smaller the value of the conversion ratio, and the smaller the target speed. The vehicle-type driving device 100 adjusts the speed to the target speed, thereby achieving a reduced speed driving of the vehicle-type driving device 100.

The steering wheel 561 can control the vehicle-type traveling device 100 to return to the center position. The vehicle-type traveling device 100 returns to the center position in the opposite direction to the steering of the vehicle-type traveling device 100 .

In order to prevent the vehicle-type driving device 100 from overshooting when returning to the center, before the vehicle-type driving device 100 returns to the center, the minimum speed of the vehicle-type driving device 100 during the turning process is obtained, and the minimum speed is set as the initial target speed of the vehicle-type driving device 100 during the return process.

As shown in FIG29 and FIG30, during the return process of the vehicle-type traveling device 100, when the steering wheel 561 has a first return angle, the control device 103 sets the conversion ratio to the first return conversion ratio, and when the steering wheel 561 has a second return angle, the control device 103 sets the conversion ratio to the second return conversion ratio, and the second return conversion ratio is different from the first return conversion ratio. The vehicle-type traveling device 100 can set different conversion ratios according to the return angle, and then adjust the driving speed of the vehicle-type traveling device 100, thereby improving the driving safety of the vehicle-type traveling device 100 and the user experience.

The return process of the vehicle-type traveling device 100 includes a first return stage and a second return stage. The return angle of the first return stage is a first return angle, and the return angle of the second return stage is a second return angle. When the vehicle-type traveling device 100 is in the first return stage, the first return conversion ratio remains unchanged. When the vehicle-type traveling device 100 is in the second return stage, the second return conversion ratio changes linearly.

It can be understood that when the vehicle-type traveling device 100 is in the first return stage, the steering wheel 561 rotates at a relatively large angle, and the conversion ratio remains unchanged. The vehicle-type traveling device 100 will travel at the lowest speed during the turning process in the first return stage to avoid the problem of turning overshoot, thereby improving the driving comfort and safety of the driver. As the rotation angle of the steering wheel 561 gradually decreases, the conversion ratio can be increased, thereby increasing the driving speed of the vehicle-type traveling device 100, thereby improving the working efficiency of the vehicle-type traveling device 100.

In some embodiments, the first return angle is greater than or equal to 25° and less than or equal to 180°, and the first return conversion ratio is 30%. In some embodiments, the second return angle is greater than or equal to 0° and less than or equal to 25°, and the second return conversion ratio changes from 30% to 100% within a preset time. The preset time is 3.5s, and under the premise that the second stage of return does not affect driving safety, the vehicle-type driving device 100 accelerates to the set driving speed within 3.5s.

As shown in FIG. 31 , during the steering process, in step S1, when the steering angle is greater than or equal to 0° and less than or equal to 25°, the driving speed of the vehicle-type driving device 100 remains unchanged. In step S2, when the steering angle is greater than or equal to 25° and less than or equal to 180°, the driving speed of the vehicle-type driving device 100 changes with the linearly changing conversion ratio. It can be understood that during the steering process, when the steering angle is 180°, the conversion ratio is the minimum conversion ratio during the steering process, and the driving speed of the vehicle-type driving device 100 is the lowest.

As shown in FIG32, during the return process, in step S1, when the steering angle is greater than or equal to 25° and less than or equal to 180°, the control device 103 controls the vehicle-type traveling device 100 with the minimum conversion ratio that has appeared in this range. In step S2, when the steering angle is greater than or equal to 0° and less than or equal to 25°, the traveling speed of the vehicle-type traveling device 100 gradually changes with the conversion ratio over time.

The turning deceleration of the vehicle-type traveling device 100 can be adjusted in the following manner. As shown in FIG. 33 , the steering wheel 561 is configured to control the vehicle-type traveling device 100 to turn, and the driving device drives the vehicle-type traveling device 100 to turn at a target angular velocity, and the ratio of the target angular velocity to the change in the steering angle of the steering wheel 561 is defined as the steering ratio. The control device is configured to set the steering ratio according to the steering ratio curve function when the driving speed of the vehicle-type traveling device 100 is within a preset range, wherein the variables of the steering ratio curve function include the steering angle of the steering wheel 561 and the driving speed of the vehicle-type traveling device 100.

The change in the angle of the steering wheel 561 is the difference between the angle of the steering wheel 561 after the change and the initial angle of the steering wheel 561. The initial angle of the steering wheel 561 is the angle of the steering wheel 561 when the vehicle-type driving device 100 is moving straight, that is, 0°.

The steering ratio is the ratio of the change in the target angular velocity to the change in the steering angle of the steering wheel 561. The steering ratio is set according to the steering ratio curve function when the driving speed is within a preset range, and then the driving speed of the vehicle-type driving device 100 is determined according to the steering ratio and the steering angle of the steering wheel 561. The vehicle-type driving device 100 travels according to the driving speed. This method is used to adjust the driving speed of the vehicle-type driving device 100 according to the steering angle of the steering wheel 561, thereby improving the steering feel of the vehicle-type driving device 100 at different speeds, solving the problem of poor operating feel of the driver when driving and turning, and improving the user's operating experience.

The steering ratio curve function includes a low-speed steering ratio curve function and a high-speed steering ratio curve function. The preset range includes a low-speed driving threshold and a high-speed driving threshold. When the driving speed is lower than the low-speed driving threshold, the low-speed steering ratio is set according to the low-speed steering ratio curve function. When the driving speed is higher than the high-speed driving threshold, the high-speed steering ratio of the running wheel is set according to the high-speed steering ratio curve function. The driving speed of the vehicle-type driving device 100 is adjusted according to different steering ratio curves at different speeds, thereby improving the operating comfort of the driver when turning the vehicle-type driving device 100.

The maximum travel speed of the vehicle-type travel device 100 is greater than or equal to 11 km/h and less than or equal to 14 km/h, the low travel speed threshold is 20% of the maximum travel speed, and the high travel speed threshold is 90% of the maximum travel speed. In some embodiments, the low travel speed threshold is 60% of the maximum travel speed, and the high travel speed threshold is 80% of the maximum travel speed.

The travel wheels include a left travel wheel and a right travel wheel, as shown in FIG34 , and the low-speed steering ratio curve function includes a left-wheel low-speed steering ratio curve function and a right-wheel low-speed steering ratio curve function; when the travel speed of the left travel wheel is lower than the travel low-speed threshold, the low-speed steering ratio of the left travel wheel is set according to the left-wheel low-speed steering ratio curve function; when the travel speed of the right travel wheel is lower than the travel low-speed threshold, the low-speed steering ratio of the right travel wheel is set according to the right-wheel low-speed steering ratio curve function. The left-wheel low-speed steering ratio curve function corresponds to the left-wheel-low curve in FIG34 , and the right-wheel low-speed steering ratio curve function corresponds to the right-wheel-low curve in FIG34 .

The high-speed steering ratio curve function includes a left wheel high-speed steering ratio curve function and a right wheel high-speed steering ratio curve function; when the driving speed of the left walking wheel is higher than the high-speed driving threshold, the high-speed steering ratio of the left walking wheel is set according to the left wheel high-speed steering ratio curve function; when the driving speed of the right walking wheel is higher than the high-speed driving threshold, the high-speed steering ratio of the right walking wheel is set according to the right wheel high-speed steering ratio curve function. The left wheel high-speed steering ratio curve function corresponds to the left wheel-high curve in FIG. 34, and the right wheel high-speed steering ratio curve function corresponds to the right wheel-high curve in FIG. 34.

In summary, different steering ratios are set for running wheels at different positions at different running speeds. The running speed of the running wheels is adjusted in a targeted manner according to the set steering ratio, and the steering feel of the vehicle-type traveling device 100 at different speeds is greatly improved.

If the driving speed of the vehicle-type driving device 100 is between the driving low speed threshold and the driving high speed threshold, the low speed steering ratio in the low speed steering ratio curve function is determined according to the steering angle of the steering wheel 561, and the high speed steering ratio in the high speed steering ratio curve function is determined, and the steering ratio curve function at the driving speed is determined according to the low speed steering ratio and the high speed steering ratio. It can be explained that when the driving speed of the vehicle-type driving device 100 is between the driving low speed threshold and the driving high speed threshold, the steering ratio at the driving speed is obtained according to calculation, and then the target angular velocity is determined according to the steering ratio and the change in the steering angle of the steering wheel 561, and then the driving speed is determined according to the target angular velocity to adjust the driving speed of the vehicle-type driving device 100.

When the driving speed of the vehicle-type driving device 100 is between the low-speed driving threshold and the high-speed driving threshold, the steering ratio curve function Ratio_Speed = Ratio_SpeedLow*(1-ratio)+Ratio_SpeedHigh*ratio. Among them, Ratio_SpeedLow is the low-speed steering ratio, Ratio_SpeedHigh is the high-speed steering ratio, and the steering ratio coefficient ratio of the steering wheel 561 takes a value of [0,1]. At the current steering angle of the steering wheel 561, the steering ratio at the current speed is calculated according to the corresponding low-speed steering ratio in the low-speed steering ratio curve function at this angle and the corresponding high-speed steering ratio in the high-speed steering ratio curve function, and the target angular velocity is obtained according to the calculated steering ratio curve. The low-speed steering ratio curve function corresponds to the low steering ratio curve in Figure 33, and the high-speed steering ratio curve function corresponds to the high steering ratio curve in Figure 33. Here, ratio=(A_Speed-TH_L)/(TH_H-TH_L), wherein A_Speed is the travel speed of the vehicle-type travel device 100, TH_L is the low-speed travel threshold, and TH_H is the high-speed travel threshold.

As shown in FIG. 35 , in step S1, the detection device 102 determines whether the current driving speed of the vehicle-type driving device 100 is less than 20% of the maximum driving speed. If the judgment result is yes, the steering ratio is obtained by using the low-speed steering ratio curve function. If the judgment result is no, in step S2, the detection device 102 determines whether the current driving speed of the vehicle-type driving device 100 is greater than 90% of the maximum driving speed. If the judgment result is yes, the steering ratio is obtained by using the high-speed steering ratio curve function. If the judgment result is no, the steering ratio coefficient is calculated according to the actual driving speed of the vehicle-type driving device 100, and the steering ratio curve of the vehicle-type driving device 100 at the current driving speed is obtained according to the calculated steering ratio coefficient, the low-speed steering ratio curve function and the high-speed steering ratio curve function.

When the vehicle-type driving device 100 is used for operation, the energy stored in the first energy storage device 101 will be consumed. The vehicle-type driving device 100 will reduce some of the performance of the vehicle-type driving device 100 when the residual energy stored in the first energy storage device 101 is low. In some embodiments, the first energy storage device 101 is a power supply component 96. The first energy storage device 101 supplies power to the driving motor 104 and the cutting motor 13. The detection device 102 detects the voltage or residual power of the first energy storage device 101. In some embodiments, the detection device 102 detects the mass, current or internal pressure of the first energy storage device 101. The value detected by the detection device 102 is not limited here, as long as the power state of the first energy storage device 101 can be detected. The first energy storage device 101 has a normal state and a low power state. When the voltage or residual power of the first energy storage device 101 is higher than the first preset level, the first energy storage device 101 is in a normal state. When the voltage or residual power of the first energy storage device 101 is lower than or equal to the first preset level, the first energy storage device 101 is in a low power state. The control device 103 controls the output states of the travel motor 104 and the cutting motor 13. The output states of the travel motor 104 and the cutting motor 13 include the torque, the maximum rotation acceleration and the maximum rotation speed of the travel motor 104 and the cutting motor 13.

As shown in Figures 36 and 37, the user starts the vehicle-type driving device 100 in step S1. The detection device 102 detects the voltage or remaining power of the first energy storage device 101. In step S2, the battery management system determines whether the first energy storage device 101 is in a low-power state. If the detection device 102 detects that the voltage or remaining power of the first energy storage device 101 is higher than the first preset level, the battery management system determines that the first energy storage device 101 is not in a low-power state, and the vehicle-type driving device 100 operates in a normal state. When operating in a normal state, the driving motor 104 and the cutting motor 13 directly output according to the output instructions preset by the user or the manufacturer at the time of shipment. When the user adjusts the torque, maximum rotational acceleration or maximum rotational speed of the driving motor 104 and the cutting motor 13, the torque, maximum rotational acceleration or maximum rotational speed of the driving motor 104 and the cutting motor 13 are adjusted according to the user's operation.

The travel motor 104 and the cutting motor 13 have factory default torques. In some embodiments, after the user starts the vehicle-type travel device 100, the torque of the travel motor 104 is set to be greater than or equal to 6N/m and less than or equal to 12N/m, and the torque of the cutting motor 13 is set to be greater than or equal to 1N/m and less than or equal to 5N/m. In some embodiments, the torque of the travel motor 104 is set to be greater than or equal to 9N/m and less than or equal to 11N/m, and the torque of the cutting motor 13 is set to be greater than or equal to 3N/m and less than or equal to 5N/m. In some embodiments, the torque of the travel motor 104 is set to 10N/m, and the torque of the cutting motor 13 is set to 4N/m. It can be understood that in other embodiments, the torque of the travel motor 104 and the cutting motor 13 can also be adjusted by the user.

In some embodiments, the vehicle-type driving device 100 includes multiple operating modes, such as sport mode, stand mode and control mode. Different operating modes correspond to different maximum rotational accelerations of the driving motor 104. The user adjusts the operating mode to adjust the driving acceleration of the vehicle-type driving device 100. It is understandable that in other embodiments, the user can also directly adjust the value of the maximum driving acceleration of the vehicle-type driving device 100. When the user operates the vehicle-type driving device 100 to operate in sport mode, the maximum rotational acceleration of the driving motor 104 is set to be less than or equal to 7m/s ^2. When the user operates the vehicle-type driving device 100 to operate in stand mode, the maximum rotational acceleration of the driving motor 104 is set to be less than or equal to 5m/s ^2. When the user operates the vehicle-type driving device 100 to operate in control mode, the maximum rotational acceleration of the driving motor 104 is set to be less than or equal to 4m/s ^2. In some embodiments, when the user operates the vehicle-type driving device 100 to operate in control mode, the maximum rotational acceleration of the driving motor 104 is set to be less than or equal to 2m/s ² .

In some embodiments, the vehicle-type traveling device 100 includes a plurality of speed gears, such as first gear, second gear, and third gear. Different speed gears correspond to different maximum rotation speeds of the traveling motor 104. The user adjusts the speed gear to adjust the traveling speed of the vehicle-type traveling device 100. It is understandable that in other embodiments, the user can also directly adjust the numerical value of the maximum traveling speed of the vehicle-type traveling device 100. When the user operates the vehicle-type traveling device 100 to run in first gear, the maximum rotation speed of the traveling motor 104 is set to be less than or equal to 2m/s. When the user operates the vehicle-type traveling device 100 to run in second gear, the maximum rotation speed of the traveling motor 104 is set to be less than or equal to 3m/s. When the user operates the vehicle-type traveling device 100 to run in third gear, the maximum rotation speed of the traveling motor 104 is set to be less than or equal to 4m/s.

If the detection device 102 detects that the voltage or remaining power of the first energy storage device 101 is lower than or equal to the first preset level, the battery management system determines that the first energy storage device 101 is in a low-power state. In step S4, the control device 103 reduces the torque and maximum rotational acceleration of the driving motor 104, and reduces the maximum speed of the driving motor 104. In step S5, the control device 103 reduces the torque of the cutting motor 13. Step S4 and step S5 can be performed simultaneously or successively. Step S4 and step S5 both occur after step S3 and before step S6. The control device 103 does not reduce the maximum rotational acceleration and maximum speed of the cutting motor 13. The maximum rotational acceleration of the cutting motor 13 remains unchanged compared to the preset maximum rotational acceleration of the cutting motor 13, and the maximum speed of the cutting motor 13 remains unchanged compared to the preset maximum speed of the cutting motor 13. In step S6, the vehicle-type driving equipment 100 operates in a low-power state. When running in a low-battery state, the user can still adjust the output instructions to the travel motor 104 and the cutting motor 13, but the control device 103 will automatically reduce the torque, maximum rotational acceleration and maximum speed of the travel motor 104 to the set values, and reduce the torque of the cutting motor 13 to the set value.

In some embodiments, the torque of the travel motor 104 is reduced to 1 N/m or more and 7 N/m or less, and the torque of the cutting motor 13 is reduced to 1 N/m or more and 3 N/m or less. In some embodiments, the torque of the travel motor 104 is reduced to 2 N/m or more and 5 N/m or less, and the torque of the cutting motor 13 is reduced to 1.3 N/m or more and 2.7 N/m or less. In some embodiments, the torque of the travel motor 104 is reduced to 4 N/m, and the torque of the cutting motor 13 is reduced to 2 N/m.

In some embodiments, the operation mode of the vehicle-type driving device 100 is limited to the control mode, and the maximum rotational acceleration of the driving motor 104 is reduced to less than or equal to 4m/s ^2. Even if the user adjusts the operation mode of the vehicle-type driving device 100 to the sport mode or the stand mode, the vehicle-type driving device 100 will operate in the control mode, and the maximum rotational acceleration of the driving motor 104 will be less than or equal to 4m/s ^2. In some embodiments, the maximum rotational acceleration of the driving motor 104 is reduced to less than or equal to 2m/s ^2. It can be understood that in other embodiments, in a low-battery state, even if the user directly adjusts the maximum rotational acceleration value of the vehicle-type driving device 100, the control device 103 will limit the maximum rotational acceleration of the driving motor 104 to a value lower than the maximum rotational acceleration value set by the user.

In some embodiments, the speed gear of the vehicle-type driving device 100 is limited to the second gear, and the maximum speed of the driving motor 104 is reduced to less than or equal to 3m/s. Even if the user adjusts the speed gear of the vehicle-type driving device 100, the vehicle-type driving device 100 will travel at the second gear driving speed, and the maximum speed of the driving motor 104 will be less than or equal to 3m/s. In some embodiments, the maximum speed of the driving motor 104 is reduced to less than or equal to 2m/s. It can be understood that in other embodiments, in a low-battery state, even if the user directly adjusts the maximum speed value of the vehicle-type driving device 100, the control device 103 will limit the maximum speed of the driving motor 104 to a value lower than the maximum speed value set by the user.

In the low-battery state, the control device 103 reduces the torque, maximum rotational acceleration and maximum speed of the travel motor 104, and reduces the torque of the cutting motor 13, so that the battery life of the first energy storage device 101 is extended, and the vehicle-type travel device 100 can move in a wider range without recharging, and plays a certain role in reminding the user to recharge. In the low-battery state, the torque and maximum rotational acceleration of the travel motor 104 are reduced. In this way, when the user quickly steps on the pedal assembly 61, the maximum acceleration of the travel motor 104 is limited, and the power supply of the electric switch assembly 62 to the vehicle-type travel device 100 is limited, and the voltage of the first energy storage device 101 will not decrease rapidly. This avoids the sudden shutdown of the vehicle-type travel device 100 due to a low-voltage fault, reduces the risk of damage to the battery management system, improves the user's experience, and extends the service life of the first energy storage device 101.

The user can charge the vehicle-type driving device 100 in a low-power state. In step S7, the battery management system determines whether the first energy storage device 101 is still in a low-power state. If the detection device 102 detects that the voltage or remaining power of the first energy storage device 101 is higher than the first preset level, the battery management system determines that the first energy storage device 101 exits the low-power state. In step S11, the control device 103 increases the torque and maximum rotational acceleration of the driving motor 104, and increases the maximum speed of the driving motor 104. In step S12, the control device 103 increases the torque of the cutting motor 13. Steps S11 and S12 can be performed simultaneously or successively. The vehicle-type driving device 100 operates in a normal state. After the vehicle-type driving device 100 enters a normal state from a low-power state, the torque, maximum rotational acceleration and maximum speed of the driving motor 104 are restored to normal values, and the torque of the cutting motor 13 is restored to normal values, and the user's operation is convenient and smooth. If the detection device 102 detects that the voltage or remaining power of the first energy storage device 101 is still less than or equal to the first preset level, the battery management system determines that the first energy storage device 101 is still in a low power state and enters step S8.

In step S8, the battery management system determines whether the first energy storage device 101 is in a deep low-power state. If the detection device 102 detects that the voltage or the remaining power of the first energy storage device 101 is higher than a second preset level that is lower than the first preset level, the battery management system determines that the first energy storage device 101 is still in a low-power state, and the vehicle-type driving device 100 is still running in a low-power state.

If the detection device 102 detects that the voltage or remaining power of the first energy storage device 101 is lower than or equal to a second preset level that is lower than the first preset level, the battery management system determines that the first energy storage device 101 is in a deep low-power state. In the deep low-power state, in step S9, the control device 103 invalidates the power output of the driving motor 104. In step S10, the control device 103 invalidates the power output of the cutting motor 13. Steps S9 and S10 can be performed simultaneously or successively. In some embodiments, the control device 103 controls the driving motor 104 and the cutting motor 13 to stop. In some embodiments, the driving motor 104 and the cutting motor 13 still rotate, but the power output of the driving motor 104 and the cutting motor 13 is invalid or the effect is not obvious. For example, the driving motor 104 drives the walking component 93 to move very slowly, and the cutting motor 13 drives the mowing component 10 to brush over the grass but cannot cut the grass.

Obviously, the above embodiments of the present application are only examples for clearly illustrating the present application, and are not intended to limit the implementation methods of the present application. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all implementation methods here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present application should be included in the protection scope of the claims of the present application.

Claims (10)

1. A vehicular running apparatus characterized by comprising:

a cutting assembly (10) comprising a mowing element (12) for mowing;

-a chassis (91) supporting the cutting assembly (10);

-a cutting motor (13) arranged to drive the cutting assembly (10);

A detection device (102) for detecting a first operating parameter and a second operating parameter of the cutting motor (13);

A control device (103) for controlling the cutting motor (13) to stop or slow down when the first operating parameter is in a first threshold range and the second operating parameter is in a second threshold range for a first preset time;

The second operating parameter is different from the first operating parameter, the second operating parameter comprising at least a rotational speed of the cutting motor (13).

2. The vehicular running apparatus according to claim 1, wherein the control device (103) controls the cutting motor (13) to stop after a second preset time has elapsed.

3. The vehicular running apparatus according to claim 2, wherein the second preset time is greater than 1s.

4. The vehicular running apparatus according to claim 1, wherein the first operation parameter includes a bus current or a phase current.

5. The vehicular running apparatus according to claim 4, wherein the first operation parameter includes a bus current, and the first threshold range is (0 a,3 a).

6. The vehicular running apparatus according to claim 4, wherein the first operating parameter includes a phase current, and the first threshold range is (0 a,4 a).

7. The vehicular running apparatus according to claim 1, characterized in that the second running parameter includes an actual motor speed and a target motor speed, the second threshold range includes an actual motor speed range and a target motor speed range, and the control device (103) controls the cut motor (13) to stop or slow down when the actual speed of the cut motor (13) is in the actual motor speed range for a first preset time and the target speed of the cut motor (13) is in the target motor speed range for the first preset time.

8. The vehicular running apparatus according to claim 7, wherein the actual rotation speed range of the motor is [500r/min, + -infinity), the motor target speed range is [1950r/min, + -infinity).

9. The vehicular running apparatus according to claim 1, further comprising a running module (93), a running motor (104) that drives the running module (93) to run, a display screen, a switch board, and a battery management system, wherein before the control device (103) controls the cutting motor (13) to start, it is determined whether the running motor (104), the display screen, the switch board, and the battery management system are in communication with the control device (103), respectively, and if so, the cutting motor (13) is started.

10. The vehicular running apparatus according to claim 9, wherein the running motor (104) is stopped when the rotation speed is greater than a preset rotation speed value.