Vehicle-type travelling apparatus

Abstract

The application relates to a vehicle type traveling equipment. The vehicle type traveling equipment comprises a cutting assembly, a chassis, a cutting motor, a detection device and a control device. The cutting assembly comprises a mowing element for mowing. The chassis supports the cutting assembly. The cutting motor is arranged to drive the cutting assembly. The detection device detects a first operating parameter and a second operating parameter of the cutting motor. The control device controls the cutting motor 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, and the second operating parameter at least comprises a rotating speed of the cutting motor. The application improves the accuracy of judging whether the cutting assembly works normally, and further improves the safety factor of the vehicle type traveling equipment.

Description

Technical Field

[0001] This application relates to a vehicle-type traveling device, such as a ride-on lawnmower. Background Technology

[0002] Lawn mowers are widely used for trimming lawns and vegetation. Compared to push mowers, ride-on mowers are less strenuous and more efficient. Ride-on mowers have a walking assembly and a drive assembly that propels the walking assembly, enabling the mower to move. The cutting assembly of the mower includes a blade disc, blades, and a motor that drives the blades to rotate, cutting the vegetation. With prolonged use, the blades in the cutting assembly can become loose. If maintenance is not timely, the blades may detach from the blade disc at high speeds, potentially causing injury to the operator.

[0003] To address the aforementioned technical issues, existing technologies collect the current value of the blade during operation and determine if the blade is malfunctioning when the current value is below a threshold. However, this solution has the following problem: if the blade is operating at low speed, its operating current is relatively low, which can easily lead to misjudgment of blade malfunction.

[0004] Therefore, there is an urgent need to provide a vehicle-type travel device to solve the above-mentioned technical problems. Summary of the Invention

[0005] The purpose of this application is to provide a vehicle-type traveling device that solves the problem that the cutting component is easily misjudged as malfunctioning when it is operating at low speed.

[0006] To achieve this objective, the following technical solution is adopted in this application:

[0007] A vehicle-type traveling device, comprising:

[0008] Cutting components, including mowing elements for mowing grass;

[0009] The chassis supports the cutting assembly;

[0010] A cutting motor, configured to drive the cutting assembly;

[0011] The detection device detects the first and second operating parameters of the cutting motor;

[0012] The control device controls the cutting motor 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.

[0013] The second operating parameter is different from the first operating parameter, and the second operating parameter includes at least the rotational speed of the cutting motor.

[0014] As an optional technical solution for the aforementioned vehicle-type traveling equipment, the control device controls the cutting motor to stop after a second preset time.

[0015] As an optional technical solution for the aforementioned vehicle-type driving device, the second preset time is greater than 1 second.

[0016] As an optional technical solution for the aforementioned vehicle-type traveling device, the first operating parameter includes bus current or phase current.

[0017] As an optional technical solution for the aforementioned vehicle-type traveling device, the first operating parameter includes the bus current, and the first threshold range is (0A, 3A).

[0018] As an optional technical solution for the aforementioned vehicle-type driving device, the first operating parameter includes the phase current, and the first threshold range is (0A, 4A).

[0019] As an optional technical solution for the aforementioned vehicle-type traveling device, the second operating parameter includes the actual motor speed and the target motor speed, and the second threshold range includes the actual motor speed range and the target motor speed range. When the actual motor speed is within the range of the actual motor speed for a first preset time and the target motor speed is within the range of the target motor speed for a first preset time, the control device controls the cutting motor to stop or decelerate.

[0020] As an optional technical solution for the aforementioned vehicle-type traveling device, the actual speed range of the motor is [500 r / min, +∞), and the target speed range of the motor is [1950 r / min, +∞).

[0021] As an optional technical solution for the aforementioned vehicle-type traveling device, the vehicle-type traveling device further includes a traveling component, a traveling motor that drives 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 are communicating normally with the control device. If so, the cutting motor is started.

[0022] As an optional technical solution for the aforementioned vehicle-type traveling device, the cutting motor stops when the speed of the traveling motor is greater than a preset speed value.

[0023] The beneficial effects of this application are:

[0024] The vehicle-type traveling device provided in this application acquires first and second operating parameters of the cutting motor. The second operating parameter includes at least the rotational speed of the cutting motor. When the first operating parameter is within a first threshold range and the second operating parameter is within a second threshold range, the cutting motor stops or decelerates. Increasing the cutting motor rotational speed is used as one of the conditions for judging whether the cutting component is faulty. This avoids the problem that the cutting component is easily misjudged as abnormal when the cutting motor is running at low speed because the operating current value of the cutting motor is very small. This application improves the accuracy of judging whether the cutting component is working properly, thereby improving the safety factor of using the vehicle-type traveling device. Attached Figure Description

[0025] Figure 1 This is a perspective view of a ride-on lawnmower according to one embodiment of this application;

[0026] Figure 2 yes Figure 1 A bottom view of a ride-on lawnmower;

[0027] Figure 3 yes Figure 2 A perspective view of the steering wheel assembly, connection assembly, and chassis assembly of a ride-on lawnmower;

[0028] Figure 4A yes Figure 3 A perspective view of the steering wheel assembly in its first working position;

[0029] Figure 4B yes Figure 3 A perspective view of the steering wheel assembly in its second working position;

[0030] Figure 4C yes Figure 3 A 3D view of the steering wheel assembly in its storage location;

[0031] Figure 5 yes Figure 3 Exploded view of the connecting components and support rods in the diagram;

[0032] Figure 6A A first-person perspective 3D structural diagram of the steering wheel assembly;

[0033] Figure 6B This is a two-dimensional structural diagram of the steering wheel assembly from a second perspective;

[0034] Figure 7 This is a partial cross-sectional view of the steering wheel assembly;

[0035] Figure 8A This is a schematic diagram showing the state where the operating element has not triggered the switch;

[0036] Figure 8B This is a schematic diagram showing the state of the operating element trigger switch;

[0037] Figure 9 yes Figure 7 A partial sectional view of the steering wheel assembly;

[0038] Figure 10A This is a schematic diagram of the steering wheel structure;

[0039] Figure 10B yes Figure 10A A sectional view;

[0040] Figure 11 This is a partial structural diagram of the steering wheel rotation assembly and the steering wheel rotation damping assembly;

[0041] Figure 12 This is a first exploded view of a portion of the steering wheel rotation assembly;

[0042] Figure 13 This is a second exploded view of a portion of the steering wheel rotation assembly;

[0043] Figure 14 This is a schematic diagram of the steering wheel rotation damping assembly;

[0044] Figure 15 yes Figure 14 A partial sectional view;

[0045] Figure 16 This is a structural diagram of the switch module;

[0046] Figure 17 This is the first exploded view of the pedal assembly;

[0047] Figure 18 This is the second exploded view of the pedal assembly;

[0048] Figure 19 This is a schematic diagram of the switch housing.

[0049] Figure 20 This is an exploded view of the ignition switch housing and pedal circuit board;

[0050] Figure 21 This is a first-person sectional view of the switch assembly;

[0051] Figure 22 This is a cross-sectional view of the switch assembly from a second perspective;

[0052] Figure 23 This is an exploded view of a portion of the internal structure of the switch assembly;

[0053] Figure 24 This is a wireframe diagram of the first structure of the vehicle-type driving equipment in parking mode.

[0054] Figure 25This is a wireframe diagram of the second structure of the vehicle-type driving equipment in parking mode;

[0055] Figure 26 This is a flowchart of the parking mode of a vehicle-type driving device;

[0056] Figure 27 This is a schematic diagram of the drive circuit for a vehicle-type driving device.

[0057] Figure 28 This is a flowchart for the inspection of cutting components in vehicle-type traveling equipment.

[0058] Figure 29 This is a schematic diagram of the turning conversion ratio and the first stage of the return-to-center conversion ratio for vehicle-type traveling equipment;

[0059] Figure 30 This is a schematic diagram of the conversion ratio for the second stage of turning and returning to center in a vehicle-type traveling device;

[0060] Figure 31 This is a flowchart of the steering process of a vehicle-type traveling device;

[0061] Figure 32 This is a flowchart of the return-to-center process of a vehicle-type traveling device;

[0062] Figure 33 This is a schematic diagram of the steering ratio of a vehicle-type traveling device;

[0063] Figure 34 This is a schematic diagram showing the steering ratio of the left and right wheels of a vehicle-type driving device;

[0064] Figure 35 This is a flowchart for obtaining the steering ratio of a vehicle-type driving device;

[0065] Figure 36 This is a flowchart of the control process for vehicle-type traveling equipment;

[0066] Figure 37 This is a wireframe diagram of the control device for a vehicle-type traveling device.

[0067] In the picture:

[0068] 100. Vehicle-type traveling device; 100a. Main unit; 101. First energy storage device; 102. Detection device; 103. Control device; 104. Travel 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;

[0069] 10. Cutting assembly; 11. Cutting disc; 12. Mowing element; 121. Mowing space; 13. Cutting motor;

[0070] 20. Housing system; 21. Left cover; 22. Right cover;

[0071] 40. Lighting system;

[0072] 50. Operating components; 54. Steering wheel rotation damping components; 541. Drive wheel; 542. Drive belt; 543. Tension adjustment mechanism; 5431. Tension wheel; 5432. Tension wheel bracket; 5433. Support plate; 5434. Locking component; 55. Steering wheel rotation components; 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-coated structure; 562. Support rod; 5621. First end; 5622. Second end; 5623. Middle part; 5624. First bend; 5625. Second bend; 5626. First limiting member; 5627. Second limiting member; 563. Steering wheel housing; 564. Switch; 565. Operating element; 5651. Trigger; 5652. Reset part; 5653. First limiting part; 5654. Second limiting part; 5655. Reinforcing structure; 5656. Paddle shifter; 5657. Trigger; 566. Reset element; 567. Main limiting part; 5671. First limiting block; 5672. Second limiting block; 568. Auxiliary limiting part; 569. Isolation plate;

[0073] 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. Limiting bracket; 626. Switch housing; 6261. Pedal limiting 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 element;

[0074] 70. Connecting assembly; 71. Support assembly; 711. Base plate; 712. Support; 713. Platform; 72. Bushing assembly; 721. Outer tube; 7211. Strip groove; 722. Bushing; 723. Clamp; 7231. First extension arm; 7232. Second extension arm; 7233. Annular part; 74. Quick clamp assembly; 741. Handle; 742. Cam assembly; 7421. First cam; 7422. Second cam; 743. Long bolt; 744. Nut;

[0075] 80. Cutter head height adjustment assembly; 81. Adjusting component; 82. Limiting component;

[0076] 91. Chassis; 911. First longitudinal beam; 912. Second longitudinal beam; 913. First crossbeam; 914. Second crossbeam; 92. Seat; 93. Running gear assembly; 931L. Left first running wheel; 931R. Right first running wheel; 932L. Left second running wheel; 932R. Right second running wheel; 94. Floor plate; 96. Power supply assembly;

[0077] 1a. Axis; 1b. First straight line; 1c. Second straight line; 1e. Transverse straight line; 1f. First axis; 1g. Second axis. Detailed Implementation

[0078] To make the technical problems solved by this application, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the embodiments of this application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0079] In the description of this application, unless otherwise expressly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0080] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0081] like Figure 1 As shown, this embodiment discloses a vehicle-type driving device 100, specifically a ride-on lawnmower. The vehicle-type driving device 100 allows users to ride on it to operate it for mowing lawns and other vegetation.

[0082] In this specification, the directions front, back, left, right, up, and down are described as follows: Figure 1 The directions shown are defined as follows. When a user is riding in a vehicle-type traveling device 100 located on the ground, the direction the user is facing is defined as forward, the direction the user is facing away from is defined as rear, the direction to the left is defined as left, the direction to the right is defined as right, the direction closer to the ground is defined as downward, and the direction farther from the ground is defined as upward.

[0083] like Figures 1 to 2 As shown, 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 walking assembly 93, a driving motor for the walking assembly 93, a power supply assembly 96, a lighting system 40, and an operating assembly 50. The chassis 91 and the housing system 20 constitute the frame structure of the main unit 100a of the vehicle-type traveling device 100. The frame structure of the main unit 100a is used to mount the cutting assembly 10, the seat 92, the power supply assembly 96, and the lighting system 40. The walking assembly 93 supports the frame structure of the main unit 100a. The vehicle-type traveling device 100 provides energy to the cutting assembly 10, the walking assembly 93, and the lighting system 40 through the power assembly. In this embodiment, the power assembly of the vehicle-type traveling device 100 is the power supply assembly 96, which provides electrical energy to the various components of the vehicle-type traveling device 100, thereby enabling the vehicle-type traveling device 100 to be used as an electric tool. Compared to fuel-powered vehicle-type driving equipment 100, this electric vehicle-type driving equipment 100 is more environmentally friendly and saves more energy.

[0084] The cutting assembly 10 is used to output power to realize the function of the vehicle-type driving device 100. The cutting assembly 10 is a power output component, and the main unit 100a supports the power output component. See [link / reference] Figure 2The cutting assembly 10 includes a blade disc 11, mowing elements 12, and a cutting motor 13 for driving the mowing elements 12. In one embodiment, the cutting motor 13 has a power of approximately 1500W; in another embodiment, the cutting motor 13 has a power of approximately 3000W. The mowing elements 12 are driven by the cutting motor 13 to cut vegetation at high speed. For example, the mowing elements 12 are blades for cutting grass on lawns. The blade disc 11 has a mowing space 121 formed around it to accommodate at least a portion of the mowing elements 12, that is, the mowing elements 12 are at least partially accommodated in the blade disc 11. The cutting motor 13 drives the mowing elements 12 to rotate. The cutting assembly 10 is disposed below the chassis 91. In one embodiment, the number of mowing elements 12 can be two, and the number of cutting motors 13 can be two, with each of the two cutting motors 13 driving one of the two mowing elements 12. In another embodiment, the number of mowing elements 12 can be three, and the number of cutting motors 13 can also be three. Accordingly, the three cutting motors 13 drive the three mowing elements 12 respectively. The mowing elements 12 are located within the mowing space 121 formed by the cutter head 11. The mowing space 121 opens downward, thereby enabling the mowing elements 12 to cut the vegetation located below the mowing space 121.

[0085] Combination Figure 1 and Figure 2 As shown, the chassis 91 extends substantially along the longitudinal direction of the vehicle-type traveling device 100. The cutting assembly 10, housing system 20, seat 92, traveling assembly 93, power supply assembly 96, and lighting system 40 are all mounted on the chassis 91, which supports the main body of the entire vehicle-type traveling device 100. The traveling assembly 93 supports the chassis 91 to enable the vehicle-type traveling device 100 to travel on the ground. The traveling assembly 93 includes a first traveling assembly 931 and a second traveling assembly 932. In this embodiment, the first traveling assembly 931 is the front traveling assembly, including two first traveling wheels, namely a left first traveling wheel 931L and a right first traveling wheel 931R; the second traveling assembly 932 is the rear traveling assembly, including two second traveling wheels, namely a left second traveling wheel 932L and a right second traveling wheel 932R. The radius of the second traveling wheels is larger than the radius of the first traveling wheels. The left first travel wheel 931L and the right first travel wheel 931R are connected via the front axle 934; the left second travel wheel 932L and the right second travel wheel 932R are connected via the rear axle. The travel assembly 93 also includes a travel motor for driving the second travel assembly 932. In one embodiment, two travel motors are provided, meaning that the left second travel wheel 932L and the right second travel wheel 932R are each driven independently by their respective travel motors. In one embodiment, the power of the travel motor is approximately 1500W; in another embodiment, the power of the travel motor is approximately 3000W.

[0086] See Figure 3The chassis 91 includes longitudinal beams and cross beams. In some embodiments, the chassis 91 includes two longitudinal beams, namely a first longitudinal beam 911 and a second longitudinal beam 912, and two cross beams, namely a first cross beam 913 and a second cross beam 914. The first longitudinal beam 911 is located on the left side of the seat 92, and the second longitudinal beam 912 is located 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, with the first straight line 1b and the second straight line 1c being parallel. In this embodiment, the first longitudinal beam 911 and the second longitudinal beam 912 extend in the longitudinal direction of the vehicle-type driving device 100, and the extension directions of the first longitudinal beam 911 and the second longitudinal beam 912 are parallel to each other. The first cross beam 913 is located substantially at the front end of the vehicle-type driving device 100, thus also serving as a front bumper to protect the front end of the vehicle-type driving device 100 from damage. The second crossbeam 914 is located substantially at the rear end of the vehicle-type travel device 100, thus also serving as a rear bumper to protect the rear end of the vehicle-type travel device 100 from damage. At least a portion of the first crossbeam 913 and the second crossbeam 914 extends along a transverse line 1e, which extends in the left-right direction of the vehicle-type travel device 100. In this embodiment, the extension directions of the first crossbeam 913 and the second crossbeam 914 are parallel to each other, while the transverse line 1e is perpendicular to the first line 1b and the second line 1c. The first longitudinal beam 911, the second longitudinal beam 912, the first crossbeam 913, and the second crossbeam 914 can be fixed together by fasteners such as bolts, or by welding.

[0087] See Figures 1 to 3 As shown, the housing system 20 includes a left cover 21 and a right cover 22. The left cover 21 is located on the left side of the seat 92, and the right cover 22 is located on the right side of the seat 92. The left cover 21 at least partially covers the left second wheel 932L, and the right cover 22 at least partially covers the right second wheel 932R. This application does not limit the specific structure and materials of the left cover 21 and the right cover 22. In this embodiment, the housing system 20 also includes a base plate 94 sandwiched between the first longitudinal beam 911 and the second longitudinal beam 912, allowing the user to place their feet on the base plate 94 when riding in the vehicle-type riding device 100.

[0088] The power supply assembly 96 provides power to the cutting assembly 10, the traveling assembly 93, the lighting system 40, etc., wherein the cutting motor 13, the traveling motor, and the lighting system 40 are all electrical devices included in the vehicle-type traveling 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 approximately 56V. In one embodiment, the power supply assembly 96 is located at the rear of the vehicle-type traveling device 100. The power supply assembly 96 may be located behind the seat 92. In other embodiments, the power supply assembly 96 may also be located at the front of the vehicle-type traveling device 100. In one embodiment, the power supply assembly 96 includes six battery packs. These six battery packs are arranged in three rows along the front-to-back direction, with each row including two battery packs arranged in the left-to-right direction. In addition to including only battery packs, the power supply assembly 96 may also be configured as a combination of built-in battery modules and external battery packs. Compared to removable external battery packs, built-in battery modules are less expensive and more compact, saving space and cost while providing more ample energy reserves for the vehicle-mounted device 100. At the same time, the inclusion of a certain number of removable external battery packs also ensures the flexibility of the power supply component 96. For example, users can simply take the battery pack with them for charging without having to drive the entire vehicle-mounted device 100 to a charging station. When it is inconvenient or time-consuming for users to charge the built-in battery modules of the vehicle-mounted device 100, inserting the external battery pack can meet short-term lawn-mowing needs.

[0089] like Figure 1 , Figure 3 and Figure 5 As shown, 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, while saving costs, allows the wiring of the steering wheel assembly 56 to pass through the hollow tube, improving the safety and aesthetics of the wiring. The steering wheel assembly 56 is mounted to the chassis 91 via a connecting assembly 70. The support rod 562 is mounted to a longitudinal beam of the chassis 91 via the connecting assembly 70. In one embodiment, the support rod 562 is mounted to a second longitudinal beam 912 located on the right side of the seat 92 via the connecting assembly 70, thereby facilitating the user's entry and exit from the left side of the vehicle-type driving device 100; in other embodiments, the support rod 562 may also be mounted to a first longitudinal beam 911 located on the left side of the seat 92 via the connecting assembly 70. See also Figure 4A and Figure 4BThe connecting assembly 70 includes a locked position and an unlocked position. When the connecting assembly 70 is in the unlocked position, the steering wheel 561 and the support rod 562 can slide back and forth relative to the seat 92, thereby allowing the steering wheel assembly 56 to switch 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-rear direction of the vehicle-type driving device 100; wherein, the first working position is as follows: Figure 4A As shown, the second working position is as follows Figure 4B As shown. Of course, the steering wheel assembly 56 can also have more working positions.

[0090] See Figure 4A , Figure 4B and Figure 5 As shown, 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, thereby being installed to the second longitudinal beam 912. When the connecting assembly 70 is in the unlocked position, the second end 5622 can slide along the extension 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 an intermediate portion 5623. In one embodiment, the intermediate portion 5623 is also a straight tube. The first end 5621 and the intermediate portion 5623 are connected by a first bend 5624, and the second end 5622 and the intermediate portion 5623 are connected by a second bend 5625. The terms 5621 (first end), 5624 (first bend), 5623 (middle part), 5625 (second bend), and 5622 (second end) are merely used to identify different parts of the support rod 562 and do not imply that these parts are composed of independent or separate components. In fact, 5621, 5624, 5623, 5625, and 5622 can be either a single integral part or multiple different components fixed together by welding, threaded connections, fasteners, or other methods.

[0091] The connecting assembly 70 includes a support assembly 71 and a bushing assembly 72. The bushing assembly 72 is fitted around the periphery of the second end 5622. The support assembly 71 is fixed to the longitudinal beam and supports the bushing assembly 72 and the support rod 562. The support assembly 71 is covered by the right cover 22, as shown below. Figure 5As shown, the support assembly 71 includes a base plate 711 and a support 712. The base plate 711 is fixedly mounted to the second longitudinal beam 912, and the support 712 is fixed above the base plate 711. An open channel is formed in the extending direction of the second longitudinal beam 912, through which the second end 5622 of the support rod 562 and the bushing assembly 72 are mounted on the support 712. 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 itself. To make the base plate 711 more stable, downwardly protruding edges are formed around the base plate 711, and the edges have slots with a width substantially the same as that of the second longitudinal beam 912. This allows the edges of the base plate 711 to be engaged with the second longitudinal beam 912, preventing 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 another 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.

[0092] 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 ease of description, the end of the outer tube 721 facing forward of the vehicle-type traveling device 100 is defined as the front end, and the end facing backward of the vehicle-type traveling device 100 is defined as the rear end. The outer tube 721 is fitted around 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 portion of the second end 5622 and the second bend 5625 of the support rod 562 extend from the front end of the outer tube 721. The bushing 722 is sandwiched between the outer tube 721 and the second end 5622 of the support rod 562, serving the purpose of smooth sliding and cushioning. The bushing 722 can cover the entire inner wall of the outer tube 721 or be distributed at both ends of the outer tube 721. In one embodiment, the bushing 722 is made of rubber.

[0093] The diameter of at least one end of the outer tube 721 is variable, and the switching between the locked and unlocked positions of the connecting assembly 70 is achieved by reducing and increasing the diameter of the outer tube 721. In one embodiment, see... Figure 6AAs shown, the front part of the outer tube 721 has a strip groove 7211 extending along the extension direction of the second longitudinal beam 912. The strip groove 7211 is flared, and the front end of the outer tube 721 is fitted into a clamp 723. The clamp 723 includes an annular portion 7233 that fits the outer tube 721 and two extension arms. 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 decreases, the opening of the clamp 723 is tightened, and the diameter of the outer tube 721 decreases. At this time, the connecting assembly 70 is in the locked position. When the distance between the first extension arm 7231 and the second extension arm 7232 increases, the opening of the clamp 723 is loosened, and the diameter of the outer tube 721 increases. At this time, the connecting assembly 70 is in the unlocked position. In one embodiment, the bushing 722 is disposed at the front end of the outer tube 721, thereby increasing the friction between the outer tube 721 and the second end 5622 of the support rod 562 when the opening of the clamp 723 is tightened, thus making the support rod 562 more stable. In one embodiment, the bracket assembly 71 further 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, making the load-bearing capacity of the bracket assembly 71 stronger and the steering wheel assembly 56 more stable after installation.

[0094] In one embodiment, when the connecting component 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 in the front-rear direction of the vehicle-type driving device 100 under the user's adjustment operation. This allows users of different heights and body types to adjust the position of the steering wheel component 56 according to their needs when riding in the vehicle-type driving device 100, improving comfort and ergonomics. To ensure sufficient adjustment space for the second end 5622 of the support rod 562, for example, a sliding stroke of 10cm or more, 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 20cm and less than or equal to 80cm; in another embodiment, the length of the straight tube of the second end 5622 is greater than or equal to 40cm and less than or equal to 60cm.

[0095] A limiting member is also formed or installed on the support rod 562. A first limiting member 5626 is located at the end of the support rod 562, that is, at the end of the second end 5622 of the support rod 562. This allows the support rod 562 to slide forward, forming an end-face limit with the rear end of the outer tube 721, preventing the end of the support rod 562 from sliding into the outer tube 721, avoiding accidental slippage of the support rod 562, and preventing the support rod 562 and steering wheel 561 from being positioned too far forward. The first limiting member 5626 can be a sleeve fitted onto the end of the support rod 562. The maximum diameter of the sleeve is larger than the diameter of the support rod 562. In one embodiment, the maximum diameter of the sleeve is approximately equal to the diameter of the rear end of the outer tube 721. In one embodiment, the bushing 722 extends out to cover the rear end of the outer tube 721, thereby buffering the impact between the rear end of the outer tube 721 and the sleeve. In one embodiment, a second limiting member 5627 is also provided, such as... Figure 4A As shown, the second limiting member 5627 can be a stop block protruding from the surface of the support rod 562. The stop block can be an oblong block, and its width is slightly smaller than the width of the slot 7211 in the outer tube 721. Thus, when the support rod 562 slides back and forth, the stop block moves back and forth between the slots 7211, preventing circumferential displacement of the support rod 562, i.e., preventing the second end 5622 from rotating within the outer tube 721, thereby preventing the steering wheel assembly 56 from falling over if the bushing assembly 72 becomes loose. It also prevents the support rod 562 from sliding too far backward, thus preventing the support rod 562 and the steering wheel 561 from being positioned too far back. When the stop block reaches a certain point where the support rod 562 has slid backward, the minimum width of the slot 7211 is press-fitted with the stop block, preventing the support rod 562 from sliding further backward, ensuring that the support rod 562 can be fixed within any range of its extension stroke without wobbling. In another embodiment, as... Figure 6A As shown, the second limiting member 5627 can also be the bolt cap of at least one bolt mounted on the support rod 562. When the distance between the first extension arm 7231 and the second extension arm 7232 of the clamp 723 decreases, the groove diameter of the strip groove 7211 is tightened to clamp the second limiting member 5627, preventing the support rod 562 from rotating within the outer tube 721, thereby preventing the steering wheel assembly 56 from falling over if the bushing assembly 72 becomes loose.

[0096] The steering wheel assembly 56 also has a retracted position. When the connecting assembly 70 is in the unlocked position, the support rod 562 is slid forward so that the second limiting member 5627 is positioned in front of the outer tube 721, disengaging from the slot 7211 of the outer tube 721. At this time, the second limiting member 5627 no longer restricts the rotation of the support rod 562, and the second end 5622 of the support rod 562 can rotate within the outer tube 721. That is, the support rod 562 can rotate about an axis 1a parallel to the longitudinal beam, allowing the steering wheel assembly 56 to switch between the retracted position and the working position. See also Figure 4C When the support rod 562 rotates to the point where the steering wheel 561 is placed on or supported by the chassis 91, the steering wheel assembly 56 is in a retracted position. At this time, the height of the steering wheel 561 does not exceed that of the seat 92, thus saving space during transportation and reducing the risk of damage. Through the connecting assembly 70 disclosed in this embodiment, the support rod 562 can slide back and forth along the extension direction of the longitudinal beam while also rotating around an axis parallel to the longitudinal beam. This allows the steering wheel assembly 56 to be both adjustable in its working position and retractable, making the vehicle-type driving device 100 more convenient to use.

[0097] In another embodiment, the connecting assembly 70 further includes a quick-clamp assembly 74, which includes a rotatable handle 741. The handle 741 has a first position and a second position. When the handle 741 is in the first position, the connecting assembly 70 is in an unlocked position; when the handle 741 is in the second position, the connecting assembly 70 is in a locked position. Figure 4B As shown, when handle 741 is in the first position, handle 741 opens away from the outer tube 721; as Figure 4A As shown, when the handle 741 is in the second position, the handle 741 is close to the outer tube 721. Using the handle 741, the user can easily switch the locked and unlocked positions of the connecting component 70 without using additional tools such as a wrench to unlock or lock the connecting component 70.

[0098] Optionally, see Figure 5As shown, the quick-clamp assembly 74 includes a cam assembly 742. When the handle 741 rotates, the cam assembly 742 displaces along the rotation axis of the handle 741, causing the opening of the clamp 723 to tighten or loosen. The rotation axis of the handle 741 passes through the first extension arm 7231 and the second extension arm 7232. The two sets of cam assemblies 742 are respectively disposed between the opening of the clamp 723 and the handle 741. That is, one set of cam assemblies 742 is disposed between the first extension arm 7231 of the clamp 723 and the handle 741 on its left, and the other set of cam assemblies 742 is disposed between the second extension arm 7232 of the clamp 723 and the handle 741 on its right. A long bolt 743 passes sequentially through the handle 741, the cam assembly 742, and the clamp 723. The handle 741 and the cam rotate about the long bolt as an axis, and the other end of the bolt is fixed with a nut 744, which restricts 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. The first cam 7421 rotates synchronously with the handle 741. Since the contact surface of the first cam 7421 and the second cam 7422 is a stepped inclined surface, when the first cam 7421 rotates, it will drive the second cam 7422 to be displaced 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.

[0099] like Figure 1 and Figure 3 As shown, the vehicle-type traveling device 100 also includes a cutter head height adjustment assembly 80 for adjusting the height of the cutter head 11 relative to the frame 91. The cutter head height adjustment assembly 80 includes a gear position assembly and a linkage assembly. The gear position assembly includes an adjusting member 81 and a limiting member 82. The adjusting member 81 is operated by the user to set different cutter head 11 heights. The limiting member 82 includes multiple positions for limiting the adjusting member 81 to a preset position. In this embodiment, the limiting member 82 is mounted to the bracket assembly 71.

[0100] like Figures 6B to 9As shown, the steering wheel assembly 56 includes a steering wheel 561 and a steering wheel housing 563. The steering wheel 561 is rotatable relative to the connecting assembly 70 about a 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 drive motor to control the start or stop of the drive motor. The operating member 565 includes a trigger portion 5651 that triggers the switch 564. The operating member 565 is rotatably connected to the steering wheel housing 563 about a second axis 1g. Operating the operating member 565 causes the trigger portion 5651 of the operating member 565 to trigger the switch 564, thereby controlling the start or stop of the drive motor and causing the vehicle-type driving device 100 to start or stop. The operating member 565 is connected to a reset element 566, which 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 element 565 is not pressed by external force, the reset element 566 prevents the trigger part 5651 of the operating element 565 from contacting the switch 564 and returns it to its initial position. The reset part 5652 and the trigger part 5651 are located on both sides of the second axis 1g, so that the reset element 566 is away from the trigger part 5651. The reset element 566 will not apply force to the trigger part 5651, thereby reducing the deformation of the trigger part 5651 of the operating element 565, reducing the probability of trigger failure of the operating element 565, and extending the service life of the operating element 565.

[0101] In some embodiments, the reset part 5652 and the trigger part 5651 are disposed on both sides of a plane passing through the second axis 1g and parallel to the first axis 1f.

[0102] The steering wheel housing 563 is also provided with a main limiting part 567, which is located on the side of the second axis 1g near the trigger part 5651. The main limiting part 567 is configured to limit the displacement of the trigger part 5651 when it triggers the switch 564. By positioning the main limiting part 567 on the side of the second axis 1g near the trigger part 5651, the switch 564 is prevented from being over-pressurized, thus extending the service life of the switch 564 and increasing the pressing stroke of the operating member 565. In addition, the main limiting part 567 is located on the side of the second axis 1g near the trigger part 5651, reducing the deformation of the trigger part 5651 of the operating member 565. This transfers the deformation difference of the operating member 565 to the end away from the trigger part 5651, improving the stability of the contact between the trigger part 5651 of the operating member 565 and the switch 564, thereby improving the reliability of the drive motor being started.

[0103] In some embodiments, the main limiting portion 567 includes a first limiting block 5671 and a second limiting block 5672. The first limiting block 5671 is disposed closer to the trigger portion 5651 of the operating member 565 than the second limiting block 5672. The operating member 565 is provided with a first limiting portion 5653 that matches and limits the first limiting block 5671, and a second limiting portion 5654 that matches and limits the second limiting block 5672, thereby increasing the limiting points of the operating member 565 and improving the reliability of controlling the stroke of the operating member 565 being pressed.

[0104] The first limiting block 5671 and the second limiting block 5672 are protruding from the inner sidewall of the steering wheel housing 563, and the first limiting block 5671 is higher than the second limiting block 5672. The operating member 565 is provided with a first limiting part 5653 and a second limiting part 5654 that contact the end face of the first limiting block 5671 and the end face of the second limiting block 5672. The first limiting part 5653 includes a first limiting surface that matches the end face of the first limiting block 5671, and the second limiting part 5654 includes a second limiting surface that matches the end face of the second limiting block 5672. The first limiting surface and the second limiting surface form a stepped surface on the surface of the operating member 565, which has a simple structure.

[0105] In some embodiments, the steering wheel housing 563 is further provided with an auxiliary limiting portion 568, which is disposed on the side of the second axis 1g near the reset portion 5652. The auxiliary limiting portion 568 is configured to limit the displacement of the trigger portion 5651 when the trigger portion 5651 triggers the switch 564. The auxiliary limiting portion 568 is used in conjunction with the main limiting portion 567, increasing the limiting point of the operating member 565 and improving the reliability of controlling the stroke of the operating member 565 being pressed.

[0106] One end of the operating member 565 is placed inside the steering wheel housing 563, and a trigger part 5651 is provided at one end of the operating member 565. The other end of the operating member 565 extends out of the steering wheel housing 563 for 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 on the outside of the steering wheel housing 563. The wall of the hole is the auxiliary limiting part 568.

[0107] In some embodiments, the operating element 565 includes a trigger 5657 and a paddle 5656. The trigger 5657 is rotatably connected to the steering wheel housing 563 about a second axis 1g. One end of the paddle 5656 is detachably connected to the trigger 5657, and the other end of the paddle 5656 is located on the outside of the steering wheel housing 563. A trigger portion 5651 is provided at the end of the trigger 5657 opposite to the paddle 5656. After the steering wheel assembly 56 is installed, the paddle 5656 faces upward. When the drive motor needs to be started, the paddle 5656 is pressed downward, and the lower wall of the hole on the steering wheel housing 563 then serves as an auxiliary limiting portion 568. Setting the operating element 565 as a two-part structure also facilitates its manufacturing.

[0108] The trigger part 5651 of the operating component 565 is configured as a trapezoidal structure. The trigger part 5651 is provided with a trigger surface of the trigger switch 564. A reinforcing structure 5655 is provided on the side of the trigger part 5651 opposite to the trigger surface. This improves the structure of the existing operating component 565 and increases the overall structural strength of the operating component 565.

[0109] An insulating plate 569 is provided between the trigger part 5651 of the switch 564 and the operating element 565. The insulating plate 569 can elastically deform to prevent wear caused by friction between the switch 564 and the operating element 565, thus extending the service life of both the operating element 565 and the switch 564. The insulating plate 569 is made of metal, has a certain degree of elasticity, and good wear resistance. When the operating element 565 presses against the switch 564, the insulating plate 569 also shifts along with the operating element 565. Figure 8A The diagram shown is a structural schematic of the operating element 565 without triggering the switch 564. Figure 8B This is a schematic diagram of the structure of the operating element 565 triggering the switch 564. When the operating element 565 triggers the switch 564, the isolation plate 569 is displaced along with the operating element 565.

[0110] Reset element 566 assists in resetting the operating element 565. In some embodiments, at least two reset elements 566 are provided to balance the forces on the operating element 565 and reduce the local elastic pressure of a single reset element 566 on the operating element 565. Switch 564 is a rocker-type microswitch. In some embodiments, switch 564 includes a switch using a magnet, sensor, or potentiometer.

[0111] like Figure 10A , 10B and Figure 11As shown, the steering wheel 561 has a three-layer structure: a first layer 5611, a second layer 5612, and a rubber-coated structure 5613, arranged sequentially from the inside out. The first layer 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, connecting the metal insert to the steering wheel body. The second layer 5612 involves injection molding a layer of hard rubber onto the outside of the steering wheel body. This hard rubber is injection molded in two stages, reducing the main wall thickness of the steering wheel 561, shortening the cooling time, and shortening the mold forming cycle. The first injection molding forms the initial shape of the steering wheel 561, while the second injection molding strengthens the structural strength of the steering wheel body, reducing deformation during production. Finally, the rubber-coated structure 5613 is injection molded onto the outside of the second injection-molded steering wheel body. The soft rubber of the rubber-coated structure 5613 improves the user's grip comfort.

[0112] like Figure 7 , Figure 11 , Figure 12 and Figure 13 As shown, the steering wheel rotation assembly 55 is connected to the steering wheel assembly 56, and the steering wheel rotation assembly 55 and the steering wheel assembly 56 can rotate simultaneously. The steering wheel rotation assembly 55 includes a steering wheel shaft 551, which 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 and 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, reducing the wear rate of the wire 553 and extending its service life.

[0113] A bushing 552 is provided at the end of the steering wheel shaft 551 away from the steering wheel assembly 56. One end of the bushing 552 is inserted into the end of the steering wheel shaft 551, and the other end of the bushing 552 has a rounded edge. A wire 553 passes through the bushing 552 and is electrically connected to other components. The bushing 552 reduces wear on the wire 553. The bushing 552 is fixed to the steering wheel shaft 551 by bolts to prevent the bushing 552 from detaching from the steering wheel shaft 551.

[0114] The bushing 552 is made of plastic, which further reduces wear on the wire 553.

[0115] In some embodiments, the steering wheel rotation assembly 55 further includes a magnet bracket 554, which is mounted on the end of the steering wheel shaft 551 away from the steering wheel assembly 56. The magnet bracket 554 is a U-shaped structure bracket, with one end connected to the steering wheel shaft 551 and the other end used to fix the steering wheel magnet 557, and also to avoid the wires 553 passing through the steering wheel shaft 551.

[0116] The magnet bracket 554 provides a mounting carrier for the steering wheel magnet 557. 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. This ensures the magnetism of the steering wheel magnet 557 and improves the strength of the steering wheel magnet 557 in being fixed.

[0117] A circuit board mounting housing 556 is located on the side facing the steering wheel magnet 557. The circuit board mounting housing 556 covers the end of the steering wheel shaft 551 furthest from the steering wheel assembly 56. An angle detection circuit board 555 is located inside the circuit board mounting housing 556. An angle detection sensor is mounted 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 positioned in the middle of the angle detection circuit board 555, resulting in a compact structure. The magnet bracket 554 is mounted on the steering wheel shaft 551 and can rotate with it. Therefore, the steering wheel magnet 557 can also rotate with the steering wheel shaft 551, improving the accuracy of the steering angle detection of the steering wheel 561.

[0118] Glue is applied into the circuit board mounting housing 556 to seal the angle detection circuit board 555. The pins and other connectors on the angle detection circuit board 555 are positioned on the outside of the mounting housing 556 after the glue has been applied, facilitating insertion and removal of other connecting wires.

[0119] like Figure 11 As shown, the steering wheel rotation assembly 55 is connected to a steering wheel rotation damping assembly 54, which provides resistance to the rotation of the steering wheel rotation assembly 55 to improve the user's comfort when rotating the steering wheel 561. Figure 14 and Figure 15 As shown, the steering wheel rotation damping assembly 54 includes a drive wheel 541 and a drive belt 542. The drive wheel 541 includes a first drive wheel and a second drive wheel mounted on the steering wheel shaft 551. The first drive wheel and the second drive wheel are connected by the drive belt 542. The first drive wheel is the driving wheel and is driven to rotate by the user. The second drive wheel is the driven wheel.

[0120] The steering wheel rotation damping assembly 54 also includes a tension adjustment mechanism 543, which is used to adjust the tension of the drive belt 542 so that the rotational resistance between the first drive wheel and the second drive wheel can be adjusted.

[0121] In some embodiments, the tension adjustment mechanism 543 includes a tension wheel 5431, which contacts the drive belt 542. The tension wheel 5431 is mounted on a tension wheel bracket 5432, which is supported on a support plate 5433, with one side of the tension wheel bracket 5432 contacting the support plate 5433. The tension wheel bracket 5432 can be displaced relative to the support plate 5433, thereby adjusting the position of the tension wheel 5431 relative to the drive belt 542. The tension wheel bracket 5432 is provided with a locking member 5434, which can fix the tension wheel bracket 5432 to the support plate 5433.

[0122] To improve the stability of the tension wheel bracket 5432, the support plate 5433 is provided with a first serration, and the tension wheel bracket 5432 is provided with a second serration that meshes with the first serration, thereby increasing the friction between the support plate 5433 and the tension wheel bracket 5432. The locking member 5434 can stably fix the tension wheel bracket 5432 to the support plate 5433.

[0123] The locking element 5434 includes a pressure plate and a bolt. The tension wheel bracket 5432 has an elongated hole on the side away from the support plate 5433. The pressure plate is positioned above the elongated hole, and the bolt passes through the pressure plate and the elongated hole to abut against the support plate 5433. After adjusting the position of the tension wheel 5431, the bolt is tightened, and the force is transmitted to the tension wheel bracket 5432 through the pressure plate, pressing the tension wheel bracket 5432 against the support plate 5433.

[0124] like Figure 16 As shown, the main unit 100a of the vehicle-type driving device 100 also includes an ignition module 60, which includes a pedal assembly 61 and an ignition assembly 62. The pedal assembly 61 controls the ignition assembly 62 to control the power supply or fuel supply of the vehicle-type driving device 100, thereby controlling the driving speed of the vehicle-type driving device 100.

[0125] See Figure 17 and Figure 18 As shown, 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 ignition switch assembly 62. The pedal body 611 is a rubber part, and the pedal body 611 is used by the driver to step on it. The other end of the pedal bracket 612 is provided with a mounting groove, and the pedal body 611 is disposed in the mounting groove. The pedal body 611 and the mounting groove are connected by a plug-in groove and a plug-in block structure. The connection structure is simple and facilitates the assembly of the pedal body 611 onto the pedal bracket 612.

[0126] See Figure 16As shown, the ignition switch assembly 62 includes a fixed bracket 621, which serves as the mounting carrier. All other components of the ignition switch assembly 62 are mounted on the fixed bracket 621, thus realizing the modular design of the ignition switch module 60. The ignition switch module 60 can be removed or installed as a whole.

[0127] like Figures 19 to 21 As shown, a switch housing 626 is mounted on a fixed bracket 621. Inside the switch housing 626, there is a mounting cavity 6263 and a pedal circuit board mounting cavity 6262. A main shaft 622 is rotatably mounted inside the mounting cavity 6263. 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. Stepping on the pedal body 611 causes the pedal bracket 612 to drive the main shaft 622 to rotate.

[0128] The switch housing 626 includes a dustproof box 6267 and a pedal circuit board mounting box 6268 disposed on one side of the dustproof box 6267. The pedal circuit board mounting box 6268 is mounted on a fixed bracket 621. The pedal circuit board mounting box 6268 has a pedal circuit board mounting cavity 6262 for mounting a pedal circuit board 627. The side of the pedal circuit board mounting box 6268 opposite to the dustproof box 6267 has an opening to facilitate the installation of 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 mounted on the fixed bracket 621, and the upper dustproof box is snapped onto the lower dustproof box to form a mounting cavity 6263, which has a sealed dustproof performance.

[0129] The pedal circuit board 627 is installed inside the pedal circuit board mounting box 6268. The opening of the pedal circuit board mounting box 6268 is sealed with glue inside the pedal circuit board mounting cavity 6262, which has waterproof performance. There is no dust accumulation at the pedal magnet 628, which avoids the failure of the angle detection sensor.

[0130] The pedal circuit board mounting box 6268 has a circular cavity 6264, which 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 dustproof box 6267 through the circular cavity 6264 and the end of the main shaft 622 is placed in the circular cavity 6264. The end of the main shaft 622 is provided with a pedal magnet 628, which is placed in the circular cavity 6264. The pedal circuit board mounting cavity 6262 is provided with a pedal circuit board 627. An angle detection sensor is provided at the position corresponding to the pedal magnet 628 on the pedal circuit board 627 to obtain the rotation angle of the main shaft 622, and then obtain the opening and closing degree of the pedal assembly 61.

[0131] 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 provided circumferentially on the side of the pedal circuit board mounting box 6268 away from the opening. 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.

[0132] A second sealing rib 6266 is provided circumferentially at one end of the circular cavity 6264 near the dustproof box 6267. The second sealing rib 6266 contacts the surface of the dustproof 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.

[0133] like Figure 21 , Figure 22 and Figure 23 As shown, a spindle bracket 623 is also provided inside the dust box, and the spindle bracket 623 is mounted on the spindle 622. The spindle bracket 623 includes two opposing and parallel annular members, and the two annular members are partially connected by a connector to form a space for the spindle 622 to pass through. The other end of the spindle 622 passes through the two annular members of the spindle bracket 623 and the dust box and is placed in the pedal circuit board mounting cavity 6262.

[0134] The spindle support 623 is further provided with spindle bushings 624 at opposite ends. The spindle bushings 624 are fitted into the annular part of the spindle support 623 and are sleeved on the spindle 622. The spindle bushings 624 reduce the radial and axial movement of the spindle 622 and improve the accuracy of the angle sensor signal reception.

[0135] The main shaft 622 is also connected to a rotating bracket 625, which is mounted on the main shaft 622 between two annular parts. 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 the pedal limiting part 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 part 6261 restricts the range of rotation of the main shaft 622.

[0136] One end of the limiting bracket 6252 is connected to a pedal elastic element 629, which always tends to reset the main shaft 622 and thus the pedal assembly 61. When the pedal assembly 61 is not subjected to pedaling force, the pedal elastic element 629 assists the main shaft 622 in resetting, while the pedal limiting part 6261 restricts the reset position of the main shaft 622.

[0137] In some embodiments, two pedal elastic elements 629 are provided. When one pedal elastic element 629 loses its elastic force, the other pedal elastic element 629 can still play a reset role, avoiding the risk that the pedal assembly 61 will fail to reset immediately due to the damage of one pedal elastic element 629.

[0138] The pedal elastic element 629 is a spring. If two springs are provided, they can be set coaxially, with one spring placed inside the other.

[0139] like Figure 24 and Figure 25 As shown, when the vehicle-type traveling device 100 is parked on a slope in parking mode for an extended period via the power supply component 96, the power supply component 96 continues to supply power until it is completely discharged or the battery level is too low. This will cause the vehicle-type traveling device 100 to lose power. If the brake pedal is not depressed to a preset position, the wheels can move freely, and the vehicle-type traveling device 100 will roll away. In some embodiments, 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 component 93 includes multiple traveling wheels; exemplarily, the multiple traveling wheels are a left first traveling wheel, a left second traveling wheel, a right first traveling wheel, and a right second traveling wheel. The traveling motor 104 drives the traveling component 93, providing power for the movement of the vehicle-type traveling device 100. The first energy storage device 101 is configured to at least supply power to the travel motor 104 so that the travel motor 104 drives the walking assembly 93 to operate. The second energy storage device 107 is configured to serve as a power source to control the travel 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 travel motor 104 fails or is disconnected.

[0140] The first energy storage device 101 in the vehicle-type driving device 100 can supply power to the driving motor 104 to drive the walking assembly 93 and can also act as a power source to control the driving motor 104 to enter the parking mode. When the charge of the first energy storage device 101 is greater than or equal to a preset value, the first energy storage device 101 acts as a power source to control the driving control unit to enter the parking mode. When the charge 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, allowing the vehicle-type driving device 100 to remain in the parking mode for an extended period. Faults occurring on the power transmission path from the first energy storage device 101 to the driving motor 104 include cell damage, battery management system damage, temperature-related faults, insulation faults, and blown fuses. Faults occurring in the power transmission path can lead to low battery levels, sudden power loss, or disconnection of the power supply system. When the first energy storage device 101 and the vehicle-type travel device 100 lose their electrical connection, the power transmission path from the first energy storage device 101 to the travel motor 104 is broken. Thus, by providing the second energy storage device 107, the problem of vehicle slippage in the event of a complete power outage, sudden power loss, or low battery levels is solved, improving safety.

[0141] In some embodiments, the vehicle-type driving 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 drive the driving motor 104 to operate the walking assembly 93.

[0142] The controller unit 105 includes a controller and some related circuits. Since the circuit structure of the controller unit 105 is existing technology, it is not specifically limited here.

[0143] The drive control unit includes a switching element and a drive unit 106. The switching element is powered and triggered to control the drive motor 104 to enter the parking mode. Since the drive unit 106 includes relays and some related circuits, but since the circuit structure is existing technology, it is not specifically limited here.

[0144] The switching element includes an inverter 109. When the first energy storage device 101 is energized, the first energy storage device 101 acts as a power source, enabling the drive control unit to control the drive motor 104 to enter parking mode. The relay of the drive control unit is activated, and the controller operates to control the inverter 109 to achieve electronic parking.

[0145] When the first energy storage device 101 is de-energized, the second energy storage device 107 acts as a power source, enabling the drive control unit to control the drive motor 104 to enter parking mode. The three phases of the drive motor 104 are short-circuited to enter parking mode.

[0146] When 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, turns on the lower bridge MOSFET of the inverter 109, and short-circuits the phase lines of the drive motor 104 to form braking force.

[0147] In some embodiments, such as Figure 24 As shown, 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 the preset value, the power supply capacitor 107a acts as a power source to enable the drive unit to control the driving motor 104 to enter the parking mode, thus solving the problem of the vehicle-type driving equipment's control system slipping when completely powered off.

[0148] The second energy storage device 107 also includes a first energy storage component 107b. When the travel component 93 rolls away, 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 charge of the power supply capacitor 107a is less than a preset charge value. With the first energy storage component 107b configured, when the charge of the power supply capacitor 107a is insufficient 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 charge stored in 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 charge of the power supply capacitor 107a reaches a preset value, the lower-bridge MOSFET of the inverter 109 is turned on again, short-circuiting the phase lines of the drive motor 104 to generate braking force and park the vehicle-type driving device 100. The vehicle-type driving device 100 includes a capacitor switch 108, which is configured to disconnect or connect 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 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, allowing the power supply capacitor 107a to discharge. In some embodiments, the capacitor switch 108 automatically controls the power supply capacitor 107a to disconnect and discharge. In this way, the drive motor 104 exits the three-phase short-circuit state, and the user can push the vehicle-type driving device 100 when the battery pack is removed, facilitating operation. When the user inserts the battery pack into the vehicle-type driving device 100, the battery pack and the vehicle-type driving device 100 are electrically connected. 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 engagement of the power supply capacitor 107a. In this way, the second energy storage device 107 can serve as a power source to control the driving motor 104 to enter the parking mode after the battery pack is reinserted into the vehicle-type driving device 100, when the charge 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, thereby improving safety.

[0149] In some embodiments, such as Figure 25As shown, the second energy storage device 107 includes a second energy storage component 107c. When the charge 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 driving motor 104 fails or is disconnected, the second energy storage component 107c acts as a power source to enable the drive unit to control the driving motor 104 to enter 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 driving motor 104 to form braking force.

[0150] The above-mentioned parking mode is that the driving motor 104 decelerates or stops. When the driving motor 104 decelerates, the vehicle-type driving device 100 will glide continuously or intermittently at a very low speed, without causing a large degree of slippage, thus improving safety.

[0151] like Figure 26 As shown, 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 a fault or disconnection has occurred in the power transmission path from the first energy storage device 101 to the driving motor 104. In step S2, when the power of the first energy storage device 107 is greater than the preset value, and / or no fault or disconnection has occurred in the power transmission path from the first energy storage device 101 to the driving motor 104, the first energy storage device 101 acts as a power source to control the vehicle-type driving 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 a fault or disconnection has occurred in the power transmission path from the first energy storage device 101 to the driving motor 104, the second energy storage device 107 acts as a power source to control the vehicle-type driving 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 depleted, or whether the power of the second energy storage device 107 is less than or equal to a preset value, or whether the voltage of the second energy storage device 107 is less than or equal to a preset value. If the determination result is negative, the second energy storage device 107 continues to act as a power source to control the vehicle-type driving device 100 to enter the parking mode. If the determination result is positive, in step S5, when the power of the second energy storage device 107 is depleted, or when the power of the second energy storage device 107 is less than or equal to a preset value, or when the voltage of the second energy storage device 107 is less than or equal to a 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 has increased to a level sufficient to allow the vehicle-type driving device 100 to enter the parking mode. If the determination result is negative, the vehicle-type driving device 100 continues to slide on the slope to supply power to the second energy storage device 107. If the judgment result is yes, the second energy storage device 107 controls the vehicle-type driving device 100 to enter the parking mode as a power source.

[0152] The specific structures of the first energy storage device 101, the first energy storage component 107b, and the second energy storage component 107c described above are all existing technologies and will not be described in detail here.

[0153] The vehicle-mounted device 100 is a ride-on lawnmower, which has a cutting assembly 10 supported by a chassis 91. 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. During prolonged use of the lawnmower, the cutting element 12 is prone to loosening; therefore, it is necessary to check for any abnormalities in the cutting element 12 before operating the cutting assembly 10.

[0154] To ensure accurate detection of malfunctions in the cutting assembly 10 even at low speeds, 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 differs from the first operating parameter and includes at least the rotational speed of the cutting motor 13.

[0155] like Figure 27 As shown, the detection device 102 acquires the first operating parameters and the second operating parameters of the cutting motor 13. The second operating parameter includes at least 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 decelerates. Increasing the rotational speed of the cutting motor 13 is one of the conditions for judging whether the cutting assembly 10 is faulty. This avoids the problem that the cutting assembly 10 is easily misjudged as abnormal when the cutting motor 13 is running at low speed because the operating current value of the cutting motor 13 is very small. This application improves the accuracy of judging whether the cutting assembly 10 is working properly, thereby improving the safety of using the lawnmower.

[0156] In some embodiments, the control device 103 controls the cutting motor 13 to stop after a second preset time. The second preset time is longer than the first preset time. The second preset time provides a buffer period for the cutting motor 13 to stop, avoiding sudden stoppage from impacting the cutting motor 13.

[0157] The second preset time is greater than 1 second, ensuring that the cutting motor 13 is controlled to slow down until it stops within a certain period of time without causing harm to the surrounding environment or workers.

[0158] In some embodiments, the second operating parameter includes the actual motor speed and the target motor speed, and the second threshold range includes the actual motor speed range and the 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 at the same time the first operating parameter is within the first threshold range for a first preset time, it indicates that the cutting component 10 has a fault. The control device 103 controls the cutting motor 13 to stop or decelerate to ensure the safety of the lawnmower during operation.

[0159] The first operating parameter mentioned above includes the bus current. When the bus current value is relatively low, the actual motor speed and the target motor speed are used to determine whether there is a fault in the cutting assembly.

[0160] If the first operating parameter includes the bus current, then the first threshold range is (0A, 3A). The actual motor speed range is [500r / min, +∞), and the target motor speed range is [1950r / min, +∞).

[0161] In some embodiments, the second operating parameter includes the actual motor speed and the target motor speed, and the second threshold range includes the actual motor speed range and the 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 at the same time the first operating parameter is within the first threshold range for a first preset time, it indicates that the cutting component 10 has a fault. The control device 103 controls the cutting motor 13 to stop or decelerate to ensure the safety of the lawnmower during operation.

[0162] The first operating parameter mentioned above includes the phase current. When the phase current value is relatively small, the actual rotational speed of the cutting motor 13 and the target rotational speed of the cutting motor 13 are used to determine whether there is a fault in the cutting assembly 10.

[0163] If the first operating parameter includes phase current, then the first threshold range is (0A, 4A). The actual motor speed range is [500r / min, +∞), and the target motor speed range is [1950r / min, +∞).

[0164] The lawnmower also includes a display screen, a switch panel, and a battery management system. Before the control device 103 starts the cutting motor 13, it determines whether the driving motor 104 that drives the walking assembly 93, the display screen, the switch panel, and the battery management system are communicating normally with the control device 103. If they are, the cutting motor 13 is started. If any of them are not communicating normally with the control device 103, the cutting motor 13 cannot be started to ensure the safety of the lawnmower operation.

[0165] like Figure 28As shown, 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 result is negative, the judgment ends. If the result is positive, in step S2, the detection device 102 detects whether the actual motor speed is greater than or equal to 500 r / min, and whether the target motor speed is greater than or equal to 1950 r / min. If the result is negative, the judgment ends. If the result is positive, in step S3, the detection device 102 detects whether the time during which the first operating parameter is within the first threshold range and the second operating parameter is within the second threshold range is greater than 1 second. If the result is negative, the judgment ends. If the result is positive, in step S4, the control device 103 controls the cutting motor 13 to stop or decelerate.

[0166] The aforementioned switchboard is a control board for controlling the start and stop of the lawnmower; its structure is existing technology and is not specifically limited here. The communication connection between the drive motor 104, the display screen, the switchboard, the battery management system, and the control device 103 is existing technology and is not specifically limited here.

[0167] In some embodiments, if the lawnmower enters cruise mode, the cutting assembly 10 will not perform mowing operations. When the lawnmower is in cruise mode, the speed of the travel motor 104 that drives the travel assembly 93 will be relatively high. If the speed of the travel motor 104 exceeds a preset speed value, the cutting motor 13 will stop to ensure the safety of the working environment.

[0168] Vehicle-type travel devices 100 typically have cornering speed reduction capabilities. To improve the stability of speed reduction during cornering and the driving safety of the vehicle-type travel device 100, some embodiments improve the cornering speed reduction performance of the vehicle-type travel device 100 to enhance the user experience. For example... Figure 29 and Figure 30 As shown, the vehicle-type driving device 100 includes a speed setting device and a driving motor 104. The speed setting device is used by the user to set the driving speed of the vehicle-type driving device 100, and the driving speed set by the speed setting device is defined as the input speed. The driving motor 104 drives the vehicle-type driving device 100 to travel at a target speed, which is the actual driving speed of the vehicle-type driving 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 device 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 the first steering conversion ratio; when the steering wheel 561 has a second steering angle, the control device 103 sets the conversion ratio to the second steering conversion ratio, which is different from the first steering conversion ratio.

[0169] This driving method can be applied to the cruise mode of the vehicle-type driving device 100, and of course, it can also be used in other driving modes, without specific limitations. The conversion ratio is derived using the target speed and the input speed. Different steering angles of the steering wheel 561 correspond to different conversion ratios. Based on the steering angle of the steering wheel 561, the conversion ratio is obtained, and then the target speed of the vehicle-type driving device 100 is adjusted accordingly. This ensures that the driving speed of the vehicle-type driving device 100 decreases steadily during cornering, preventing the driver from experiencing a sudden drop or increase in speed, thus improving the driving safety of the vehicle-type driving device 100 and the user experience.

[0170] The vehicle-type driving device 100 includes a steering process and a return-to-center process. The steering process includes a first steering stage and a second steering stage. The steering angle in the first steering stage is a first steering angle, and the steering angle in the second steering stage is a second steering angle. In the first steering stage, the first steering conversion ratio remains constant. In the second steering stage, the second steering conversion ratio changes linearly. The vehicle-type driving device 100 can set different conversion ratios according to the turning angle, thereby adjusting the driving speed of the vehicle-type driving device 100, improving driving safety and user experience.

[0171] 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 steering of the vehicle-type driving device 100 is within the range of the first steering angle, the first steering conversion ratio is a fixed value.

[0172] 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 changes linearly during the second steering phase, with the linear equation being y = -0.4516x + 111.3, where x is the second steering angle and y is the second steering conversion ratio. The larger the steering angle of the vehicle-type traveling device 100, the smaller the conversion ratio, and the lower the target speed. The vehicle-type traveling device 100 adjusts its speed to the target speed, thus achieving deceleration of the vehicle-type traveling device 100.

[0173] The steering wheel 561 can control the vehicle-type driving device 100 to return to center, and the return to center of the vehicle-type driving device 100 is in the opposite direction to the steering of the vehicle-type driving device 100.

[0174] To prevent overshoot during the return-to-center process of the vehicle-type traveling device 100, the minimum speed of the vehicle-type traveling device 100 during the turning process is obtained before the vehicle-type traveling device 100 returns to center, and the minimum speed is set as the initial target speed of the vehicle-type traveling device 100 during the return-to-center process.

[0175] like Figure 29 and Figure 30 As shown, during the return-to-center process of the vehicle-type driving device 100, when the steering wheel 561 has a first return-to-center angle, the control device 103 sets the conversion ratio to the first return-to-center conversion ratio; when the steering wheel 561 has a second return-to-center angle, the control device 103 sets the conversion ratio to the second return-to-center conversion ratio. The second return-to-center conversion ratio is different from the first return-to-center conversion ratio. The vehicle-type driving device 100 can set different conversion ratios according to the return-to-center angle, thereby adjusting the driving speed of the vehicle-type driving device 100, improving the driving safety of the vehicle-type driving device 100 and the user experience.

[0176] The return-to-center process of the vehicle-type traveling device 100 includes a first return-to-center stage and a second return-to-center stage. The return-to-center angle in the first return-to-center stage is the first return-to-center angle, and the return-to-center angle in the second return-to-center stage is the second return-to-center angle. When the vehicle-type traveling device 100 is in the first return-to-center stage, the first return-to-center conversion ratio remains unchanged. When the vehicle-type traveling device 100 is in the second return-to-center stage, the second return-to-center conversion ratio changes linearly.

[0177] Understandably, during the initial return-to-center phase, the steering wheel 561 rotates at a relatively large angle while the shift ratio remains constant. During this phase, the vehicle-type traveling device 100 travels at the lowest speed possible during a turn, preventing overshoot and improving driver comfort and safety. As the steering wheel 561 rotates less, the shift ratio can be increased, thereby increasing the vehicle-type traveling device 100's speed and improving its operational efficiency.

[0178] 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 3.5 seconds. 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 3.5 seconds.

[0179] like Figure 31 As shown, 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 varying conversion ratio. It can be understood that during the steering process, when the steering angle is 180°, the conversion ratio is the minimum during the steering process, and the driving speed of the vehicle-type driving device 100 is the lowest.

[0180] like Figure 32As shown, during the return-to-center 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 driving device 100 with the smallest conversion ratio that has occurred within this range. In step S2, 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 gradually changes with the conversion ratio over time.

[0181] The speed reduction of a vehicle-type travel device during a 100° turn can be adjusted in the following ways, such as... Figure 33 As shown, the steering wheel 561 is configured to control the vehicle-type driving device 100 to steer. The drive unit drives the vehicle-type driving device 100 to steer at a target angular velocity. 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 a steering ratio curve function when the driving speed of the vehicle-type driving device 100 is within a preset range. 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 driving device 100.

[0182] The change in the steering wheel 561 angle 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 is traveling straight at 100 degrees, which is 0°.

[0183] 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 the preset range. Then, the driving speed of the vehicle driving device 100 is determined according to the steering ratio and the steering angle of the steering wheel 561. The vehicle driving device 100 drives according to this driving speed. By adjusting the driving speed of the vehicle driving device 100 according to the steering angle of the steering wheel 561 in this way, the steering operation feel of the vehicle driving device 100 at different speeds is improved, the problem of poor operation feel when the driver is driving and turning is solved, and the user's operating experience is improved.

[0184] 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 below 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 above the high-speed driving threshold, the high-speed steering ratio of the traveling wheels is set according to the high-speed steering ratio curve function. Adjusting the driving speed of the vehicle-type traveling device 100 according to different steering ratio curves at different speeds improves the driver's operating comfort when turning.

[0185] The maximum travel speed of the vehicle-type traveling device 100 is greater than or equal to 11 km / h and less than or equal to 14 km / h, the low-speed threshold is 20% of the maximum travel speed, and the high-speed threshold is 90% of the maximum travel speed. In some embodiments, the low-speed threshold is 60% of the maximum travel speed, and the high-speed threshold is 80% of the maximum travel speed.

[0186] The wheels include left and right wheels, such as Figure 34 As shown, 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 speed of the left driving wheel is lower than the low-speed threshold, the low-speed steering ratio of the left driving wheel is set according to the left-wheel low-speed steering ratio curve function; when the speed of the right driving wheel is lower than the low-speed threshold, the low-speed steering ratio of the right driving 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... Figure 34 The left wheel low-speed curve and the right wheel low-speed steering ratio curve function correspond to the curve function. Figure 34 The right wheel in the curve - low curve.

[0187] 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 speed of the left driving wheel exceeds the high-speed driving threshold, the high-speed steering ratio of the left driving wheel is set according to the left-wheel high-speed steering ratio curve function; when the speed of the right driving wheel exceeds the high-speed driving threshold, the high-speed steering ratio of the right driving 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... Figure 34 The left-wheel high-speed curve and the right-wheel high-speed steering ratio curve function correspond to the left-wheel high-speed curve. Figure 34 The right wheel-high curve in the middle.

[0188] In summary, the steering ratio is set differently for the traveling wheels at different traveling speeds. By adjusting the traveling speed of the traveling wheels according to the set steering ratio, the steering feel of the vehicle-type traveling device 100 at different speeds is greatly improved.

[0189] If the vehicle-type driving device 100's driving speed is between a low-speed threshold and a high-speed threshold, the low-speed steering ratio in the low-speed steering ratio curve function and the high-speed steering ratio in the high-speed steering ratio curve function are determined based on the steering angle of the steering wheel 561. Then, the steering ratio curve function at the driving speed is determined based on the low-speed and high-speed steering ratios. Specifically, when the vehicle-type driving device 100's driving speed is between the low-speed and high-speed thresholds, the steering ratio at that driving speed is calculated. Then, the target angular velocity is determined based on the change in the steering ratio and the steering angle of the steering wheel 561. Finally, the driving speed is determined based on the target angular velocity to adjust the driving speed of the vehicle-type driving device 100.

[0190] When the vehicle-type driving device 100's driving speed is between the low-speed threshold and the high-speed threshold, the steering ratio curve function Ratio_Speed ​​= Ratio_SpeedLow * (1 - ratio) + Ratio_SpeedHigh * ratio. Here, 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 the value [0,1]. At the current steering angle of the steering wheel 561, the steering ratio at the current speed is calculated based on the low-speed steering ratio corresponding to the low-speed steering ratio curve function at that angle and the high-speed steering ratio corresponding to the high-speed steering ratio curve function. The target angular velocity is then obtained from the calculated steering ratio curve. The low-speed steering ratio curve function corresponds to... Figure 33 The low steering ratio curve and the high steering ratio curve function correspond to... Figure 33 The high steering ratio curve is shown in the figure. The ratio is calculated as (A_Speed ​​- TH_L) / (TH_H - TH_L), where A_Speed ​​is the speed of the vehicle-type driving device 100, TH_L is the low-speed threshold, and TH_H is the high-speed threshold.

[0191] like Figure 35 As shown, 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 determination result is yes, the steering ratio is obtained using the low-speed steering ratio curve function. If the determination 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 determination result is yes, the steering ratio is obtained using the high-speed steering ratio curve function. If the determination result is no, the steering ratio coefficient is calculated based on 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 based on the calculated steering ratio coefficient, the low-speed steering ratio curve function, and the high-speed steering ratio curve function.

[0192] When the vehicle-type driving device 100 is in operation, the energy stored in the first energy storage device 101 is consumed. When the remaining energy stored in the first energy storage device 101 is low, the vehicle-type driving device 100 will reduce some of its performance. 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 remaining charge 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 values ​​detected by the detection device 102 are not limited, as long as the charge status of the first energy storage device 101 can be detected. The first energy storage device 101 has a normal state and a low charge state. When the voltage or remaining charge of the first energy storage device 101 is higher than a first preset level, the first energy storage device 101 is in a normal state. When the voltage or remaining power of the first energy storage device 101 is lower than or equal to a first preset level, the first energy storage device 101 is in a low power state. The control device 103 controls the output state of the travel motor 104 and the cutting motor 13. The output state of the travel motor 104 and the cutting motor 13 includes the torque, maximum rotational acceleration, and maximum speed of the travel motor 104 and the cutting motor 13.

[0193] like Figure 36 and Figure 37 As shown, 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 a 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 normal condition. During normal operation, the driving motor 104 and the cutting motor 13 output directly according to the output commands preset by the user or the manufacturer at the time of manufacture. When the user adjusts the torque, maximum rotational acceleration, or maximum speed of the driving motor 104 and the cutting motor 13, the torque, maximum rotational acceleration, or maximum speed of the driving motor 104 and the cutting motor 13 are adjusted according to the user's operation.

[0194] The driving motor 104 and the cutting motor 13 have factory default torques. In some embodiments, after the user starts the vehicle-type driving device 100, the torque of the driving motor 104 is set to be greater than or equal to 6 N / m and less than or equal to 12 N / m, and the torque of the cutting motor 13 is set to be greater than or equal to 1 N / m and less than or equal to 5 N / m. In some embodiments, the torque of the driving motor 104 is set to be greater than or equal to 9 N / m and less than or equal to 11 N / m, and the torque of the cutting motor 13 is set to be greater than or equal to 3 N / m and less than or equal to 5 N / m. In some embodiments, the torque of the driving motor 104 is set to 10 N / m, and the torque of the cutting motor 13 is set to 4 N / m. It is understood that in other embodiments, the torques of the driving motor 104 and the cutting motor 13 can also be adjusted by the user.

[0195] 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 understood 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 in sport mode, the maximum rotational acceleration of the driving motor 104 is set to be less than or equal to 7 m / s². 2 When the user operates the vehicle-type driving device 100 in stand mode, the maximum rotational acceleration of the driving motor 104 is set to be less than or equal to 5 m / s². 2 When the user operates the vehicle-type driving device 100 in control mode, the maximum rotational acceleration of the driving motor 104 is set to be less than or equal to 4 m / s². 2 In some embodiments, when the user operates the vehicle-type driving device 100 in control mode, the maximum rotational acceleration of the driving motor 104 is set to be less than or equal to 2 m / s². 2 .

[0196] In some embodiments, the vehicle-type travel device 100 includes multiple speed gears, such as first gear, second gear, and third gear. Different speed gears correspond to different maximum rotational speeds of the travel motor 104. The user adjusts the speed gear to adjust the travel speed of the vehicle-type travel device 100. It is understood that in other embodiments, the user can also directly adjust the maximum travel speed of the vehicle-type travel device 100. When the user operates the vehicle-type travel device 100 in first gear, the maximum rotational speed of the travel motor 104 is set to less than or equal to 2 m / s. When the user operates the vehicle-type travel device 100 in second gear, the maximum rotational speed of the travel motor 104 is set to less than or equal to 3 m / s. When the user operates the vehicle-type travel device 100 in third gear, the maximum rotational speed of the travel motor 104 is set to less than or equal to 4 m / s.

[0197] If the detection device 102 detects that the voltage or remaining charge of the first energy storage device 101 is lower than or equal to a first preset level, the battery management system determines that the first energy storage device 101 is in a low-charge 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. Steps S4 and S5 can be performed simultaneously or sequentially. Steps S4 and 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 device 100 operates in a low-charge state. When operating in a low-battery state, the user can still adjust the output commands 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 value, and reduce the torque of the cutting motor 13 to the set value.

[0198] In some embodiments, the torque of the travel motor 104 is reduced to greater than or equal to 1 N / m and less than or equal to 7 N / m, and the torque of the cutting motor 13 is reduced to greater than or equal to 1 N / m and less than or equal to 3 N / m. In some embodiments, the torque of the travel motor 104 is reduced to greater than or equal to 2 N / m and less than or equal to 5 N / m, and the torque of the cutting motor 13 is reduced to greater than or equal to 1.3 N / m and less than or equal to 2.7 N / m. 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.

[0199] In some embodiments, the operating mode of the vehicle-type driving device 100 is restricted to control mode, and the maximum rotational acceleration of the driving motor 104 is reduced to less than or equal to 4 m / s². 2 Even if the user adjusts the operating mode of the vehicle-type travel device 100 to sport mode or stand mode, the vehicle-type travel device 100 will operate in control mode, and the maximum rotational acceleration of the travel motor 104 will be less than or equal to 4 m / s². 2 In some embodiments, the maximum rotational acceleration of the driving motor 104 is reduced to less than or equal to 2 m / s². 2 Understandably, in other embodiments, even if the user directly adjusts the maximum rotational acceleration of the vehicle-type driving device 100 in a low-battery state, the control device 103 will limit the maximum rotational acceleration of the driving motor 104 to a value lower than the maximum rotational acceleration set by the user.

[0200] In some embodiments, the speed of the vehicle-type driving device 100 is limited to second gear, and the maximum speed of the driving motor 104 is reduced to less than or equal to 3 m / s. Even if the user adjusts the speed of the vehicle-type driving device 100, the vehicle-type driving device 100 will travel at second gear speed, and the maximum speed of the driving motor 104 will be less than or equal to 3 m / s. In some embodiments, the maximum speed of the driving motor 104 is reduced to less than or equal to 2 m / s. It is understood that in other embodiments, in a low battery state, even if the user directly adjusts the maximum speed 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 set by the user.

[0201] In a low-battery state, the control device 103 reduces the torque, maximum rotational acceleration, and maximum speed of the drive motor 104, and also reduces the torque of the cut-off motor 13. This extends the driving time of the first energy storage device 101, allowing the vehicle-type driving device 100 to operate over a wider range without recharging, and also serves as a reminder to the user to recharge. In a low-battery state, the reduced torque and maximum rotational acceleration of the drive motor 104 mean that when the user quickly depresses the pedal assembly 61, the power supply to the vehicle-type driving device 100 by the ignition assembly 62 is limited due to the limited maximum acceleration of the drive motor 104, preventing a rapid drop in the voltage of the first energy storage device 101. This avoids sudden shutdown of the vehicle-type driving device 100 due to a low-voltage fault, reduces the risk of damage to the battery management system, improves the user experience, and extends the lifespan of the first energy storage device 101.

[0202] Users can charge the vehicle-type driving device 100 when it is in a low-battery state. In step S7, the battery management system determines whether the first energy storage device 101 is still in a low-battery state. If the detection device 102 detects that the voltage or remaining charge of the first energy storage device 101 is higher than a first preset level, the battery management system determines that the first energy storage device 101 exits the low-battery 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 sequentially. The vehicle-type driving device 100 operates in a normal state. After the vehicle-type driving device 100 enters the normal state from the low-battery state, the torque, maximum rotational acceleration, and maximum speed of the driving motor 104 return to normal values, and the torque of the cutting motor 13 returns to normal values, making user operation 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 proceeds to step S8.

[0203] In step S8, the battery management system determines whether the first energy storage device 101 is in a deep low-charge state. If the detection device 102 detects that the voltage or remaining charge of the first energy storage device 101 is higher than a second preset level that is lower than a first preset level, the battery management system determines that the first energy storage device 101 is still in a low-charge state, and the vehicle-type driving device 100 continues to operate in a low-charge state.

[0204] If the detection device 102 detects that the voltage or remaining charge of the first energy storage device 101 is lower than or equal to a second preset level less than a first preset level, the battery management system determines that the first energy storage device 101 is in a deep low charge state. In the deep low charge state, in step S9, the control device 103 disables the power output of the drive motor 104. In step S10, the control device 103 disables the power output of the cutting motor 13. Steps S9 and S10 can be performed simultaneously or sequentially. In some embodiments, the control device 103 stops the drive motor 104 and the cutting motor 13. In some embodiments, the drive motor 104 and the cutting motor 13 still rotate, but their power output is ineffective or has little effect. For example, the drive motor 104 drives the walking assembly 93 to move extremely slowly, and the cutting motor 13 drives the mowing assembly 10 to brush over the grass but cannot cut it.

[0205] Obviously, the above embodiments of this application are merely examples for clear illustration and are not intended to limit the implementation of this application. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A vehicle-type traveling device, characterized in that, include: The cutting assembly (10) includes a mowing element (12) for mowing grass. The chassis (91) supports the cutting assembly (10). A cutting motor (13) is configured to drive the cutting assembly (10). The detection device (102) detects the first and second operating parameters of the cutting motor (13); The control device (103) controls the cutting motor (13) to stop or decelerate when the first operating parameter is within the first threshold range and the second operating parameter is within the second threshold range for a first preset time. The second operating parameter is different from the first operating parameter, and the second operating parameter includes at least the rotational speed of the cutting motor (13); The first operating parameter includes bus current or phase current; The second operating parameter includes the actual speed of the motor and the target speed of the motor. The second threshold range includes the actual speed range of the motor and the target speed range of the motor. When the actual speed of the cutting motor (13) is within the first preset time of the actual speed range of the motor and the target speed of the cutting motor (13) is within the first preset time of the target speed range of the motor, the control device (103) controls the cutting motor (13) to stop or decelerate.

2. The vehicle-type traveling device according to claim 1, characterized in that, The control device (103) controls the cutting motor (13) to stop after a second preset time.

3. The vehicle-type traveling device according to claim 2, characterized in that, The second preset time is greater than 1 second.

4. The vehicle-type traveling device according to claim 1, characterized in that, The first operating parameter includes the bus current, and the first threshold range is (0A, 3A).

5. The vehicle-type traveling device according to claim 1, characterized in that, The first operating parameter includes the phase current, and the first threshold range is (0A, 4A).

6. The vehicle-type traveling device according to claim 1, characterized in that, The actual speed range of the motor is [500 r / min, +∞), and the target speed range of the motor is [1950 r / min, +∞).

7. The vehicle-type traveling device according to claim 1, characterized in that, The vehicle-type driving device also includes a walking component (93), a driving motor (104) that drives the walking component (93), a display screen, a switch board, and a battery management system. Before the control device (103) controls the cutting motor (13) to start, it is determined whether the driving motor (104), the display screen, the switch board, and the battery management system are communicating normally with the control device (103). If so, the cutting motor (13) is started.

8. The vehicle-type traveling device according to claim 7, characterized in that, If the speed of the driving motor (104) is greater than the preset speed value, the cutting motor (13) will stop.

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