ride-on lawnmower

Abstract

A riding lawnmower is provided, comprising: a seat; a chassis; a walking assembly configured to drive the riding lawnmower to travel, the walking assembly including at least one first walking wheel and two second walking wheels, a left walking motor and a right walking motor; a left operating component operable by the user to generate a left operating amount; a right operating component operable by the user to generate a right operating amount; and a walking motor control module for receiving at least one of the left operating amount or the right operating amount and controlling at least one of the left walking motor or the right walking motor; wherein the walking motor control module includes... The system includes a target speed calculation unit, comprising: an input unit for generating a left reference speed and a right reference speed based on at least one of the left operation quantity or the right operation quantity; a decoupling unit configured to generate a first speed and a second speed based on the left reference speed and the right reference speed; a processing unit configured to independently obtain a first processed speed from the first speed and a second processed speed from the second speed; and an output unit for generating a left target speed for the left travel motor or a right target speed for the right travel motor based on the first processed speed and the second processed speed.

Description

Technical Field

[0001] This application relates to a gardening tool, and more particularly to a ride-on lawnmower. Background Technology

[0002] Lawn mowers are widely used in gardening for mowing lawns and vegetation. Lawn mowers generally include push mowers and ride-on mowers. Users sit on and drive the ride-on mower to perform lawn mowing tasks, making lawn mowing more efficient and less tiring. Ride-on mowers are equipped with operating mechanisms that allow the user to drive the mower at a desired speed and direction. Typically, ride-on mowers include at least left and right drive wheels, driven by a left motor and a right motor respectively, to achieve the desired speed and direction.

[0003] The most common types of operating components used in ride-on lawnmowers are lap bars and steering wheels. In related technologies, the most common steering method on zero-turn lawnmowers is lap bar steering. Lap bar lawnmowers accelerate and steer like riding a horse by pushing a lever forward. When you want to turn the mower left, pull the left lever towards yourself, and when turning right, pull the right lever. By pushing one lever forward and pulling the other towards yourself, the left drive wheel and right driven wheel are driven in opposite directions, thus achieving "zero-turn." The front wheel of a lap bar lawnmower is usually a caster and rolls freely like in a shopping cart. Lap bar ride-on lawnmowers are excellent for traveling or working on flat lawns.

[0004] However, this presents a problem when riding a lawnmower on a slope; especially when traversing the slope horizontally, the downward tilting force is applied due to the lawnmower's weight, causing it to tend to tilt downwards. Furthermore, the wheels experience varying forces; for example, the wheels on the lower side of the slope experience a greater downward tilting force than those on the upper side. Additionally, because the front wheels are configured to roll freely, the lawnmower lacks sufficient traction at the front, making it prone to slipping down the slope. In this situation, the user must be highly focused on manipulating the control components to compensate for the downward tilting force in order to turn the lawnmower or maintain the desired direction. This is particularly problematic for lever-operated riding mowers, where the user struggles to constantly adjust the two levers to achieve proper compensation for traversing the slope, resulting in a poor riding experience.

[0005] Engineers have been working to overcome this problem for years. For example, some ride-on lawnmowers on the market are equipped with several high-float / low-pressure tires to allow them to traverse steep slopes. However, high-float / low-pressure tires increase the cost and size of ride-on lawnmowers. As another example, according to Japanese Patent Application Publication No. 2008-168871 (JP2008-168871A) (paragraphs [0012-0033, 0080-0106]), Figure 3 , Figure 4 A rideable lawnmower vehicle disclosed in Japanese Patent Application Publication No. 2009-255840 (JP 2009-255840A) includes at least two main drive wheels and casters. The vehicle further includes a switching device for switching between a forced steering mode and a free steering mode. In the forced steering mode, the casters are forcibly steered by a steering power source, while in the free steering mode, the casters are allowed to steer freely by blocking power transmission from the steering power source. Using this vehicle, when traveling on or traversing a sloping ground surface or grassy area, the mode is switched to forced steering mode, thereby preventing the casters from steer further downwards than the driver intends. However, switching between the two steering modes may require more driving skill from the user, and the casters may not provide sufficient torque to counteract the tendency to turn downwards on steep slopes. As another solution to the above problems, Japanese Patent Application Publication No. 2009-255840 (JP 2009-255840A) (paragraphs [0012-0026, 0098-0109]) provides further details. Figures 12-13 The invention provides a roll angle detection device (roll angle sensor) and a roll angle correction device. The roll angle detection device is used to detect the state of a vehicle pivotally tilted relative to an axis extending through the vehicle's center of gravity in a forward / rear oriented direction. However, roll angle is not the only factor influencing the downward tilting force. Theoretically, other factors (such as friction between the wheels and the slope surface) also affect the correction amount, and these factors may also change over time. Summary of the Invention

[0006] This application discloses a ride-on lawnmower with a control method that provides stable acceleration and flexible steering, and also automatically compensates for the torque required when the ride-on lawnmower crosses a slope surface, thereby providing the user with an easier driving experience when crossing a slope surface.

[0007] According to one embodiment, a ride-on lawnmower is provided, comprising: a seat for a user to sit on; a chassis configured to support the seat; a travel assembly configured to drive the ride-on lawnmower, the travel assembly including at least one first travel wheel and two second travel wheels, the two second travel wheels being a left second travel wheel and a right second travel wheel, the travel assembly further including a left travel motor for driving the left second travel wheel and a right travel motor for driving the right second travel wheel; a left operating member and a right operating member, the left operating member being operable by the user to generate a left operating amount, and the right operating member being operable by the user to generate a right operating amount; and a travel motor control module configured to receive at least one of the left operating amount or the right operating amount and control the left... At least one of a travel motor or a right travel motor; wherein the travel motor control module includes a target rate calculation unit, the target rate calculation unit comprising: an input unit configured to generate a left reference rate and a right reference rate based on at least one of a left operation amount or a right operation amount; a decoupling unit configured to generate a first speed and a second speed based on the left reference rate and the right reference rate; a processing unit configured to independently obtain a first processing speed based on the first speed and a second processing speed based on the second speed; and an output unit configured to generate a left target rate for the left travel motor or a right target rate for the right travel motor based on the first processing speed and the second processing speed.

[0008] In one embodiment, the first velocity is linear velocity and the second velocity is angular velocity.

[0009] In one embodiment, the riding lawnmower further includes a left travel motor control module configured to control the left travel motor and a right travel motor control module configured to control the left travel motor.

[0010] In one embodiment, the left travel motor control module calculates the left target speed for the left travel motor, and the right travel motor control module calculates the right target speed for the left travel motor.

[0011] In one embodiment, the left travel motor control module receives a left operation quantity and a right operation quantity, where the left reference rate is a mapping value of the left operation quantity and the right reference rate is a mapping value of the right operation quantity.

[0012] In one embodiment, the left travel motor control module receives the left operation amount and the actual rotational speed of the right travel motor.

[0013] In one embodiment, the decoupling unit calculates the first speed as the average of the left reference rate and the right reference rate, and the decoupling unit calculates the second speed as the difference between the left reference rate and the right reference rate divided by the distance between the left second travel wheel and the right second travel wheel.

[0014] In one embodiment, the processing unit subjectes the processed first velocity to a maximum acceleration value.

[0015] In one embodiment, the riding lawn mode has different driving modes.

[0016] In one embodiment, the processing unit is configured with different coefficients or functions for calculating a processed first speed based on a first speed or a processed second speed based on a second speed in different driving modes.

[0017] According to one embodiment, a ride-on lawnmower is provided, comprising: a seat for a user to sit on; a base configured to support the seat; a travel assembly configured to drive the ride-on lawnmower, the travel assembly including travel wheels and a travel motor for driving the travel wheels; an operating member operable by a user to generate an operating amount; and a travel motor control module configured to receive the operating amount and control the travel motor; the travel motor control module includes: a target rate calculation unit configured to generate a target rate of the travel motor based on the operating amount; a speed controller configured to generate a target current of the travel motor based on the target rate of the travel motor and a detected actual rate; a flux controller and a torque controller configured to generate a first voltage regulation amount and a second voltage regulation amount based on the target current of the travel motor and the detected actual current; wherein the travel control module includes a compensator for compensating for a load on the travel motor.

[0018] In one embodiment, the speed controller includes a scaling term for the difference between the target speed of the travel motor and the detected actual speed.

[0019] In one embodiment, the speed controller includes a current compensator that generates a compensation amount based on the actual current detected by the travel motor.

[0020] In one embodiment, the speed controller includes a disturbance observer and a feedback compensator.

[0021] In one embodiment, the disturbance observer derives the compensation amount based on the actual speed detected by the travel motor and the target current output by the speed controller.

[0022] In one embodiment, the torque controller includes a scaling term for the difference between the quadrature-axis portion of the target current of the travel motor and the quadrature-axis portion of the detected actual current.

[0023] In one embodiment, the torque controller includes a disturbance observer and a feedback compensator.

[0024] In one embodiment, the disturbance observer derives the compensation amount based on the quadrature portion of the actual current detected by the travel motor and a second voltage regulation amount output by the torque controller.

[0025] In one embodiment, the operating components include a left operating component and a right operating component, wherein the left operating component can be operated by a user to generate a left operating quantity, and the right operating component can be operated by a user to generate a right operating quantity.

[0026] In one embodiment, the target rate calculation unit is configured to generate the target rate of the travel motor by generating linear velocity and angular velocity based on left and right operands. Attached Figure Description

[0027] Figure 1 This is a perspective view of a ride-on lawnmower according to an embodiment of this application;

[0028] Figure 2 yes Figure 1 Front view of a ride-on lawnmower;

[0029] Figure 3 yes Figure 1 A top view of a ride-on lawnmower;

[0030] Figure 4 This is a schematic diagram of the communication system of a ride-on lawnmower;

[0031] Figure 5 This is a schematic diagram of the control system for the travel components of a ride-on lawnmower;

[0032] Figure 6 This is the circuit diagram of the left-hand movement control system of a ride-on lawnmower;

[0033] Figure 7 This is a schematic diagram of the left-hand drive motor control module of a ride-on lawnmower according to an embodiment;

[0034] Figure 8 It is a control flowchart used to generate the left target speed of the left travel motor;

[0035] Figure 9 This is a graph showing the speed coefficients applied in different driving modes according to one embodiment;

[0036] Figure 10 This is a schematic diagram of the target rate calculation unit of the left-hand drive motor control module according to one embodiment;

[0037] Figure 11 This is a force analysis diagram of a ride-on lawnmower on a slope surface;

[0038] Figure 12This is a schematic diagram of the speed controller of a left-hand drive motor control module according to one embodiment;

[0039] Figure 13 This is a schematic diagram of the speed controller of the left-hand travel motor control module according to another embodiment;

[0040] Figure 14 This is a schematic diagram of the flux controller of a left-hand drive motor control module according to one embodiment; and

[0041] Figure 15 This is a graph showing the rotational speed and current of the left travel motor according to one embodiment. Detailed Implementation

[0042] like Figure 1 As shown, a user seated on a riding lawnmower 100 can operate the riding lawnmower 100 to effectively and quickly mow lawns, vegetation, etc. Compared to push lawnmowers / mowers where the user walks behind, the riding lawnmower 100 of this disclosure does not require the user to push the machine or walk on the ground. Furthermore, due to its larger size, the riding lawnmower 100 can carry larger or more batteries, resulting in longer working hours, allowing the user to mow larger lawn areas and effortlessly for longer periods. Moreover, regarding the energy source, unlike existing riding lawnmowers, the riding lawnmower 100 uses electricity instead of gasoline or diesel, making it more environmentally friendly, cheaper to operate, less prone to leaks and malfunctions, and easier to maintain.

[0043] It should be understood that aspects of this disclosure also apply to other types of ride-on machines, provided that the ride-on machine is capable of outputting power in a form other than propulsion to perform functions other than propulsion, such as ride-on snow blowers, ride-on agricultural machines, and ride-on sweepers. In fact, any tool that includes what is described below in this disclosure falls within the scope of this disclosure.

[0044] Those skilled in the art will understand that in the disclosure of this application, the terms "controller," "control module," "module," "unit," and "processor" may include or relate to at least one of hardware or software.

[0045] Those skilled in the art should understand that in the disclosure of this application, the terms "upper", "lower", "front", "back", "left", "right", etc., indicate directions or positional relationships based on the directions or positional relationships shown in the drawings. These are merely for the convenience of describing this application and do not indicate or imply that the device or element involved must have a specific direction or be constructed and operated in a specific direction. Therefore, the above terms should not be construed as limitations on this application.

[0046] refer to Figure 1-3 The ride-on lawnmower 100 includes: a cutting assembly 11, a traveling assembly 12, an operating assembly 13, a power supply assembly 14, a seat 15, a chassis 16, and a platform 17. The chassis 16 is the main support frame of the ride-on lawnmower 100 and extends at least partially in the fore-and-aft direction. The seat 15 is configured for a user to sit on and is mounted on the chassis 16. The platform 17 is configured to accommodate the cutting assembly 11 and is mounted below the chassis 16.

[0047] according to Figure 1 The direction the user faces while seated on seat 15 is defined as the front or front side of the riding lawnmower 100; the direction opposite to the front is defined as the rear or rear side of the riding lawnmower 100. The direction of the user's left hand is defined as the left or left side of the riding lawnmower 100; the direction of the user's right hand is defined as the right or right side of the riding lawnmower 100. The direction towards the plane on which the riding lawnmower 100 travels is defined as the lower part or lower side of the riding lawnmower 100; the direction opposite to the lower part is defined as the upper part or upper side of the riding lawnmower 100.

[0048] refer to Figure 4 The cutting assembly 11 includes a cutting member, such as a blade, for performing the cutting function. The cutting assembly 11 is mounted on a chassis 16 below a platform 17. In other words, the platform 17 forms a semi-open receiving cavity to accommodate the cutting member. The cutting assembly 11 further includes a cutting motor 112 for driving the cutting member to rotate. The cutting assembly 11 may include more than one cutting member and more than one cutting motor 112. In one embodiment, the ride-on lawnmower 100 includes two cutting members and two cutting motors 112 (i.e., a left cutting motor 112L and a right cutting motor 112R). The cutting motors 112 are controlled by a cutting control module 113 or two cutting control modules (i.e., a left cutting motor control module 113L and a right cutting motor control module 113R) to drive the cutting member 111 to rotate. In some embodiments, the cutting control module includes a control chip, such as an MCU, ARM, etc.

[0049] The travel assembly 12 is configured to enable the ride-on lawnmower 100 to travel on the ground. The travel assembly 12 may include at least one first travel wheel 121 and at least two second travel wheels 122, such as two second travel wheels 122, namely a left second travel wheel 122L and a right second travel wheel 122R. The first travel wheel 121 is configured to rotate freely. The first travel wheel 121 has a first diameter; the second travel wheels 122 have a second diameter larger than the first diameter. The travel assembly 12 may also include at least one travel motor 123 for driving the second travel wheels 122, such as two travel motors 123, namely a left travel motor 123L and a right travel motor 123R. In this way, when the two travel motors 123 drive the corresponding second travel wheels 122 to rotate at different rates, a rate difference is created between the two second travel wheels 122, thereby causing the ride-on lawnmower 100 to steer. The travel motors 123 are controlled by a travel motor control module 124. In some embodiments, the travel motor control module 124 includes a control chip, such as an MCU or an ARM processor. In one embodiment, the two travel motor control modules 124 control two travel motors 123 respectively.

[0050] The power supply assembly 14 is configured to supply electric power to the ride-on lawnmower 100. In some embodiments, the power supply assembly 14 includes a plurality of battery packs 141 capable of supplying electric power to the ride-on lawnmower 100. The power supply assembly 14 is configured to supply electric power to at least the cutting motor 112 and the travel motor 123. The power supply assembly 14 may also supply electric power to other electronic components in the ride-on lawnmower 100, such as the cutting control module 113 and the travel motor control module 124. The power supply assembly 14 may include a power supply management module 144 to coordinate and control the discharge process of at least one battery pack 141. In some embodiments, the power supply assembly 14 is disposed on the chassis 16 behind the seat 15.

[0051] The operating component 13 can be operated by a user, who sends control commands through the operating component 13 to control the operation of the ride-on lawnmower 100. The operating component 13 can be operated by the user to set the cutting rate, travel rate, and travel direction of the ride-on lawnmower 100. In other words, the operating component 13 can be operated by the user to set the operating states for the ride-on lawnmower 100, including cutting and traveling states. For example, the travel motor control module 124 is configured to receive operating inputs from the operating members 131 of the operating component 13 and control the travel component 12 based on those operating inputs. The operating component 13 may include a combination of one or more operating members 131 (such as pedals, levers, handles, and steering wheels). Furthermore, the operating component 13 includes one or more operation sensing modules 132 capable of sensing the state or operating input of the operating members 131.

[0052] In one embodiment, such as Figure 1-4 As shown, the operating component 131 includes a left operating component 131L and a right operating component 131R. The left operating component 131L can be operated by the user to generate a left operating amount, and the right operating component 131R can be operated by the user to generate a right operating amount. Specifically, the left operating component 131L is the left operating lever 131L; and the right operating component 131R is the right operating lever 131R. The travel motor control module 124 uses the detected state / operation amount of the left operating lever 131L and the right operating lever 131R to control the left travel motor 123L and the right travel motor 123R, thereby controlling the two second travel wheels 122. Specifically, the operation sensing module 132 includes at least one position sensor configured to detect the position of the operating lever 131. The position sensor may be a magnetic sensor, and the operating lever 131 may be coupled to a magnetic element, such that the magnetic sensor can detect the position of the magnetic element, thereby detecting the position of the operating lever 131. When the joystick 131 is in different positions, the position sensor outputs a detected position signal representing the different positions. The position of the joystick 131 can be an angular position and can be represented by an angle value. In one embodiment, the operation sensing module 132 includes a left operation sensing module 132L for detecting the position of the left joystick 131L and a right operation sensing module 132R for detecting the position of the right joystick 131R.

[0053] The ride-on lawnmower 100 may further include a bus module 18, which is connected to various modules, such as at least the cutting control module 113, the travel motor control module 124, the operation sensing module 132, and the power supply management module 142. The cutting control module 113, the travel motor control module 124, the operation sensing module 132, and the power supply management module 142 can all send data to and receive data through the bus module 18. Each module can compete for bus control (B / F) to acquire bus control, and the module acquiring bus control uses "bus busy" and "bus idle" signals to occupy and release the bus. All modules can receive data from the bus module 18, determine the relevance of the information, and take appropriate action.

[0054] For reference Figure 4The communication system of the riding lawnmower 100 according to a specific embodiment shown includes: two cutting control modules 113, namely a left cutting control module 113L and a right cutting control module 112R, which are respectively configured to control the left cutting motor 112L and the right cutting motor 112R; two travel motor control modules 124, namely a left travel motor control module 124L and a right travel motor control module 124R, which are respectively configured to control the left travel motor 123L and the right travel motor 123R; two joysticks 131 and two operation sensing modules 132: a left operation sensing module 132L configured to detect the state of the left joystick 131L and a right operation sensing module 132R configured to detect the state of the right joystick 131R.

[0055] refer to Figure 5 In this embodiment, the control system of the traveling component 12 includes a left traveling control system and a right traveling control system. The left traveling control system and the right traveling control system have the same or similar functions and components. For example, the left traveling control system mainly includes: a left traveling motor control module 124L, a left traveling motor drive circuit 127L, a left traveling motor detection module 128L, a left traveling motor 123L, a left operation sensing module 132L, and a right operation sensing module 132R. The right traveling control system mainly includes: a right traveling motor control module 124R, a right traveling motor drive circuit 127R, a right traveling motor detection module 128R, a right traveling motor 123R, a left operation sensing module 132L, and a right operation sensing module 132R. In one embodiment, the left travel motor control module 124L is communicatively connected to the left operation sensing module 132L and the right operation sensing module 132R via the bus module 18; similarly, the right travel motor control module 124R is communicatively connected to the left operation sensing module 132L and the right operation sensing module 132R. In one embodiment, the travel motor control module 124 can be configured to receive data from only one operation sensing module 132.

[0056] refer to Figure 6According to an embodiment of the left-hand drive control system, the left-hand drive motor control module 124L is configured to control the operation of the left-hand drive motor 123L. The left-hand drive motor control module 124L is configured to calculate the target rotational speed of the left-hand drive motor 123L based on the detected position signals from the left operation sensing module 132L and the right operation sensing module 132R; and further calculate the control quantity of the left-hand drive motor 123L based on the target rotational speed of the left-hand drive motor 123L and the detection value from the left-hand drive motor detection module 128L, and output a control signal to the left-hand drive motor drive circuit 127L, thereby controlling the left-hand drive motor drive circuit 127L to drive the left-hand drive motor 123L to reach or substantially reach the target rotational speed of the left-hand drive motor 123L. The control quantity of the left-hand drive motor 123L includes the input voltage and / or input current of the left-hand drive motor 123L. The power supply circuit 145 is connected to the power supply component 14 and is used to receive power from the power supply component 14 and convert the power of the power supply component 14 into power used by at least the left travel motor control module 124L and the left travel motor drive circuit 127L.

[0057] The user manipulates the control lever 131 to issue commands regarding the travel rate and direction of the ride-on lawnmower 100. Providing an appropriate response to the user's commands during driving has been a long-standing topic of discussion: the response should not be too slow, as this would impair the ride-on lawnmower 100's agility and frustrate the user; nor should the response be too fast, as sharp, sudden, or even violent movements would make the user uncomfortable and difficult to control the ride-on lawnmower 100. However, existing solutions (such as filtering) do not address the core issue. If the position signal of the control lever 131 is directly filtered, steering will lag when acceleration decreases to a comfortable level; that is, existing solutions either sacrifice comfort for responsiveness or responsiveness for comfort.

[0058] The human body perceives velocity, acceleration, and jerk differently. Acceleration is the time derivative of velocity, while jerk is the time derivative of acceleration. Jerk is generally undesirable because it produces sudden, uneven motion. Moderate acceleration makes the user feel good and gives a sense of control, indicating good machine responsiveness; however, jerk makes the user feel uncomfortable, for example, the user might feel a poke in the lower back. Velocity includes linear velocity and angular velocity; similarly, acceleration includes linear acceleration and angular acceleration; and jerk includes linear jerk and angular jerk. In physics, linear velocity is the speed of an object along a straight line, while angular velocity is how fast an object spins, rotates, or turns; linear acceleration refers to the rate of change of velocity over time while its direction remains constant, while angular acceleration refers to the rate of change of angular velocity over time.

[0059] Therefore, the goal is to keep the rate of increase or decrease in acceleration as small as possible while simultaneously ensuring the responsiveness of the riding lawnmower 100, especially its steering responsiveness. Typically, in linear movement, the riding lawnmower 100 has more time to reach the desired rate; in other words, slightly slower acceleration is acceptable. However, in steering movement, the riding lawnmower 100 needs to turn to the desired direction in a timely manner; otherwise, it might miss the mowing lane while performing mowing work. Therefore, in our disclosure, the linear and angular velocities of the riding lawnmower 100 are decoupled from the detected position signals of the left operation sensing module 132L and the right operation sensing module 132R. The linear velocity of the riding lawnmower 100 reflects the desired travel rate, while the angular velocity reflects the desired travel direction. In this way, the linear and angular velocities of the riding lawnmower 100 can be processed separately and independently to achieve the goal of stable acceleration but flexible steering.

[0060] In one embodiment, reference Figure 8 The left travel motor control module 124L is configured to calculate the target rotational speed of the left travel motor 123L based on the detected position signals of the left operation sensing module 132L and the right operation sensing module 132R through the following steps:

[0061] S1: Obtain the left reference rate vl based on at least one of the left operand or the right operand. ref and right reference rate VR ref ;

[0062] In one embodiment, the travel motor control module 124 is configured with built-in functions or tables to map the position signal of each lever 131 to a corresponding reference rate. For example, the travel motor control module 124 maps the position signal of the left operating sensing module 132L to the left reference rate vl. ref Furthermore, the position signal of the right operation sensing module 132R is mapped to the right reference rate vr. refSpecifically, the left control lever 131L and the right control lever 131R each have a forward position, a reverse position, and a neutral position. When the user wants to move forward, the user pushes the left control lever 131L and the right control lever 131R to a specific position in the forward position, and the left travel motor control module 124L obtains a positive left reference rate and a positive right reference rate corresponding to the current position of the control lever 131 detected by the operation sensing module 132. When the user wants to move backward, the user pulls the left control lever 131L and the right control lever 131R to a specific position in the reverse position, and the left travel motor control module 124L obtains a negative left reference rate and a negative right reference rate corresponding to the current position of the control lever 131 detected by the operation sensing module 132. When the user wants to perform zero rotation, the user pushes one of the left operating lever 131L or the right operating lever 131R to a specific position in the forward position and pulls one of the left operating lever 131L or the right operating lever 131R to a specific position in the reverse position. The left travel motor control module 124L obtains the negative reference rate and the positive reference rate corresponding to the current position of the operating lever 131 detected by the operation sensing module 132.

[0063] S2: Based on the left reference rate vl ref and right reference rate VR ref Obtain the first velocity v and the second velocity ω.

[0064] In one embodiment, the first speed v is the linear velocity of the riding lawnmower 100, and the second speed ω is the angular velocity of the riding lawnmower 100; and according to the left reference speed vl ref and right reference rate VR ref The process of obtaining linear velocity and angular velocity can be referred to as decoupling. In one embodiment, decoupling can be achieved as follows: the first velocity v is the left reference velocity vl. ref and right reference rate VR ref The average value, i.e., v = (vl) ref +vr ref ) / 2; the second velocity ω is the left reference velocity vl ref and right reference rate VR ref The difference between them is divided by the distance l between the second left travel wheel and the second right travel wheel, i.e., v = (vr ref -vl ref The decoupling of the first velocity v and the second velocity ω (i.e., the linear velocity and angular velocity of the riding lawnmower 100) of the riding lawnmower 100 allows the first velocity v and the second velocity ω (i.e., the linear velocity and angular velocity of the riding lawnmower 100) of the riding lawnmower 100 to be separated and processed independently.

[0065] S3: Obtain the first processing speed pv based on the first speed v; obtain the second processing speed pω based on the second speed ω.

[0066] The first speed v and the second speed ω are not directly used by the travel motor control module 124 in the next step. Instead, the first speed v and the second speed ω are processed separately to mitigate variations in the first speed v and the second speed ω. In one embodiment, the processed first speed pv may be a function incorporating the value of the first speed pv processed in a previous iteration. For example, the processed first speed pv at time T can be calculated based on the first speed v at time T and the processed first speed pv at time T-1, such as: pv T =θ*v T +(1-θ)*pv T-1 Here, θ is a coefficient used to calculate the processed first velocity pv, and the processed first velocity pv can be initialized with 0. In this case, the acceleration of the processed first velocity pv is relatively stable, and the jerk of the processed first velocity pv decreases. In another embodiment, the processed first velocity pv can be gradually accelerated until the processed first velocity pv reaches the current first velocity v. For example, the processed first velocity pv increases by a fixed amount in each iteration or per unit time until the processed first velocity pv reaches the current first velocity v: pv T =pv T-1 +α1, where α1 is the increment measure for each iteration or unit of time, and the processed first velocity pv can be initialized with 0. The processed first velocity pv can also be expressed as an integral over time t, i.e., pv = pv0 + ∫α1dt. Of course, α1 is negative when the first velocity v decreases. In this case, the acceleration α1 of the processed first velocity pv remains constant, and therefore the jerk of the processed first velocity pv is 0. In yet another embodiment, the acceleration of the processed first velocity pv is not a constant, but a controlled function of time t, for example... in, The first velocity pv is the variable acceleration after processing; therefore, the first velocity pv is calculated as... Specifically, a feedforward control method can be used to calculate the desired acceleration of the processed first velocity pv based on a time preview of the first velocity distribution, wherein the acceleration of the processed first velocity pv is constrained by the maximum acceleration value.

[0067] In one embodiment, the processed second speed pω has a reduced magnitude compared to the second speed ω. For example, the processed second speed pω is the product of the second speed ω and a coefficient β, i.e., pω = β * ω. In this case, the acceleration of the processed second speed pω is relatively stable compared to the acceleration of the second speed ω, and the acceleration of the processed second speed pω is reduced. Furthermore, the processed second speed pω can be limited to a predetermined maximum turning speed to further ensure the safety of the ride-on lawnmower 100 during rotation. In another embodiment, the processed second speed pω can be gradually accelerated until the processed second speed pω reaches the current second speed ω. For example, the processed second speed pω increases by a fixed amount in each iteration or per unit time until the processed second speed pω reaches the current second speed ω: pω T =pω T-1 +α2, where α2 is the increment measure for each iteration or unit of time, and the processed second velocity pω can be initialized with 0. The processed second velocity pω can also be expressed as an integral over time t, i.e., pω = pω0 + ∫α2dt. Of course, α2 is negative when the second velocity ω decreases. In this case, the acceleration α2 of the processed second velocity pω remains constant, and therefore the jerk of the processed second velocity pω is 0. In yet another embodiment, the acceleration of the processed second velocity pω is not a constant, but a controlled function of time t, for example... in, The processed second velocity pω is the variable acceleration; therefore, the processed second velocity pω is calculated as... Specifically, a feedforward control method can be used to calculate the desired acceleration of the processed second velocity pω based on a time preview of the second velocity distribution. Therefore, the acceleration of the first velocity v (i.e., linear acceleration) is minimized or reduced; and the acceleration of the second velocity ω (i.e., angular acceleration) is reduced independently. Simultaneously, since the first velocity v and the second velocity ω of the riding lawnmower 100 (i.e., the linear velocity and angular velocity of the riding lawnmower 100) are processed separately after decoupling, the processing of the (linear) acceleration response of the riding lawnmower 100 and the processing of the steering response of the riding lawnmower 100 do not affect each other.

[0068] In one embodiment, the ride-on lawnmower 100 provides the user with different driving modes. For example, the user can select the driving mode of another operating component of the operating assembly, which is not limited herein. Different driving modes are configured with different responsiveness, thus giving the user a range of driving experiences to choose from. For example, the ride-on lawnmower 100 has a standard mode, a control mode, and a sport mode. To achieve different control effects for these driving modes, the coefficients or functions used to calculate at least one of the processed first speed pv or the processed second speed pω in different driving modes are configured to be different. For example, Figure 10 The coefficient β for different driving modes and how β affects the processing of the second speed are shown. Sport mode is configured with the fastest acceleration of the three driving modes, therefore the coefficient β used to calculate the processed second speed pω in Sport mode is... 运动 Maximum. The standard mode is configured with slower acceleration than the motion mode, therefore the coefficient β used to calculate the processed second velocity pω in the standard mode is... 标准 It is smaller than the coefficient in Sport mode. The Control mode is configured with the slowest acceleration among the three driving modes, therefore the coefficient β used to calculate the processed second velocity pω in Control mode is smaller. 控制 Minimum. For example... Figure 10 As shown, the processed second speed pω can be limited to the same predetermined maximum steering speed; that is, the maximum processed second speed pω is the same for all three driving modes. Therefore, Sport mode provides a faster response for sporty driving, while Control mode provides a slower response for controlled driving. Regarding the processing of the first speed, in one example, the average acceleration during Control mode is 3.1 m / s². 2 It takes 1200ms to reach its maximum travel speed from 0; the average acceleration during standard mode is 4.0 m / s². 2 It takes 900ms to reach its maximum speed from 0; the average acceleration during motion mode is 4.4m / s². 2 It takes 640ms to go from 0 speed to maximum travel speed.

[0069] S4: Obtain the left target speed nl* for the left travel motor 123L based on the first processing speed pv and the second processing speed pω.

[0070] Because linear velocity and angular velocity (i.e., the first processing speed pv and the second processing speed pω) cannot be directly applied to drive the driving motor circuit 127, which includes the left driving motor drive circuit 127L and the right driving motor drive circuit 127R. In one embodiment, the first processing speed pv and the second processing speed pω are used to calculate the left target speed nl* and the right target speed nr*. The left target speed nl* is the target rotational speed of the left driving motor 123L, and the right target speed nr* is the target rotational speed of the right driving motor 123R. In a particular embodiment, the right target speed nr* is calculated as the sum of the first processing speed pv and the second processing speed pω divided by the distance l between the left and right second driving wheels, i.e., right target speed nr* = pv + pω / l; while the left target speed nl* is calculated as the difference between the first processing speed pv and the second processing speed pω divided by the distance l between the left and right second driving wheels, i.e., left target speed nl* = pv - pω / l.

[0071] The above algorithm can be implemented similarly in both the left travel motor control module 124L and the right travel motor control module 124R. Thus, simultaneously, the left travel motor control module 124L uses the left target speed nl* to control the left travel motor 123L, and the right travel motor control module 124R uses the right target speed nr* to control the right travel motor 123R. In one embodiment, the target rotational speed of the left travel motor 123L can be calculated based on a position signal detected from either the left operation sensing module 132L or the right operation sensing module 132R. For example, the left travel motor control module 124L can also calculate the target speed nl* of the left travel motor 123L based on the detected position signal from the left operation sensing module 132L and the actual rotational speed nr of the right travel motor 123R. In one configuration, feedforward control can be employed to predict the right reference speed vr based on the actual rotational speed nr of the right travel motor 123R. ref This eliminates the need for the left travel motor control module 124L to detect the position signal of the right operation sensing module 132R. Symmetrically, the right travel motor control module 124R can also calculate the target speed nr* of the right travel motor 123R based on the detected position signal of the right operation sensing module 132R and the actual rotational speed nl of the left travel motor 123L.

[0072] With a target speed nl* for the left travel motor 123L, the left travel motor control module 124L further requires the operating parameters of the left travel motor 123L itself to achieve closed-loop control of the left travel motor 123L. The left travel motor detection module 128L is connected to the left travel motor 123L and is configured to detect operating parameters of the left travel motor 123L, such as the rotor position, actual speed, and / or phase current of the left travel motor 123L. In one embodiment, the left travel motor detection module 128L includes a speed detection sensor arranged near or inside the left travel motor 123L to obtain the actual speed of the left travel motor 123L; for example, a photoelectric sensor mounted near the left travel motor 123L to obtain the actual speed of the left travel motor 123L; or, for example, a Hall sensor arranged near the rotor of the left travel motor 123L to obtain the rotor position and actual speed of the left travel motor 123L. In one embodiment, if the left travel motor 123L is a brushless motor, the electrical signal output by the left travel motor 123L is a periodically changing back electromotive force. Therefore, by detecting the minimum of the current or voltage of the left travel motor 123L and finding the zero-crossing point of the back electromotive force, the actual rotational speed of the left travel motor 123L can be obtained.

[0073] Reference Figure 7 Further details describe the control method employed by the left-hand travel motor control module 124L. Specifically, the left-hand travel motor control module 124L includes: a target speed calculation unit 1248, a speed controller 1241, a current distribution unit 1242, a flux controller 1243, a torque controller 1244, a voltage conversion unit 1245, a current conversion unit 1247, and a PWM signal generation unit 1246. The left-hand travel motor detection module 128L includes: a current detection module 1281, a rotor position detection module 1282, and a speed detection module 1283. These modules are introduced for clarity; in implementations, one operating parameter can be calculated based on another operating parameter, for example, the motor speed can be derived from information about the rotor position; therefore, these modules can be combined.

[0074] In one embodiment, the target speed calculation unit 1248 is configured to receive the detected position signals of the left operation sensing module 132L and the right operation sensing module 132R and output the target rotational speed nl* of the left travel motor 123L. The target speed calculation unit 1248 implements steps S1-S4 as described above. In one embodiment, as Figure 9 As shown, the target rate calculation unit 1248 includes an input unit 1248A, which is configured to generate a left reference rate vl based on at least one of a left operand or a right operand. ref and right reference rate VRref Decoupling unit 1248B, which is configured to operate according to the left reference rate vl ref and right reference rate VR ref The system generates a first speed v and a second speed ω; a processing unit 1248C is configured to obtain a first processing speed pv based on the first speed v and a second processing speed pω based on the second speed ω; and an output unit 1248D is configured to generate a left target speed nl* for the left travel motor based on the first and second processing speeds. The input unit 1248A, decoupling unit 1248B, processing unit 1248C, and output unit 1248D each perform the functions described in S1, S2, S3, and S4 above.

[0075] The speed controller 1241 is connected to the target speed calculation unit 1248 and the speed detection module 1283. The speed controller 1241 obtains the target rotational speed nl* of the left travel motor 123L from the target speed calculation unit 1248 and the actual rotational speed nl of the left travel motor 123L detected by the speed detection module 1283. The speed controller 1241 is configured to generate a target current is* for the left travel motor 123L by comparing and adjusting the target rotational speed nl* and the actual rotational speed nl. The obtained target current is* is configured to make the actual rotational speed nl of the left travel motor 123L close to the target rotational speed nl* of the left travel motor 123L.

[0076] In related technologies, the speed controller 1241 employs a proportional-integral (PI) controller. As the name suggests, a PI controller consists of a proportional term and an integral term. For the same error level, increasing the proportional gain has the effect of proportionally increasing the control signal. The fact that the controller will "push" harder for a given error level often results in a faster closed-loop system response, but also more overshoot. Another effect of increasing the proportional gain is that it tends to reduce the steady-state error but does not eliminate it. Adding an integral term to the controller often further helps to reduce the steady-state error. If a persistent steady-state error exists, the integrator will continuously build up, thereby increasing the control signal and reducing the steady-state error. However, a drawback of the integral term is that it can make the system more sluggish (and oscillating) because the integrator may take some time to "unfold" when the error signal changes sign. If the integral term is too large, it will cause overshoot, while if the integral term is too small, the response will be slow and insufficient.

[0077] One solution proposed in this disclosure is to eliminate the integral term and use a pure proportional gain to adjust the rate error of the left travel motor 123L (i.e., the difference between the actual speed nl of the left travel motor 123L and the target speed nl* of the left travel motor 123L), which solves the control lag problem caused by the integral term. However, pure proportional control will have a large steady-state error, especially when the load on the left travel motor 123L is large. For example, as Figure 11 As shown, when the riding lawnmower 100 travels or operates on a slope, especially when traversing the slope horizontally, a downward tilting force is applied to the riding lawnmower 100 due to its own weight, increasing the load on the riding lawnmower 100 and causing it to have a downward tilting rotational tendency. Furthermore, the travel wheels are subjected to forces of different magnitudes; for example, the wheels on the lower side of the slope experience a greater downward tilting force than the wheels on the upper side. Therefore, the second travel wheel 122 on the lower side of the slope bears a greater load, resulting in a larger steady-state error for controlling the second travel wheel 122 on the lower side of the slope. Consequently, the second travel wheel 122 on the lower side of the slope cannot provide sufficient torque to keep the riding lawnmower 100 traveling in the desired direction. Furthermore, since the first travel wheel 121 is configured to roll freely, the ride-on lawnmower 100 does not have much traction at the front, and therefore the first travel wheel 121 of the ride-on lawnmower 100 also tends to slide down the slope. Therefore, the left travel control module 124L introduces a compensator to compensate for the load on the left travel motor 123L.

[0078] In one embodiment, reference Figure 12 The speed controller 1241 further includes a current compensator 1291. The current compensator 1291 compensates for additional current caused, for example, by a load applied to the second travel wheel 122 on the lower side of the ramp. Figure 12 As shown, the current compensator 1291 obtains the actual current is of the left travel motor 123L. In one embodiment, the current compensator 1291 is connected to the current detection module 1281. The current compensator 1291 generates a compensation amount based on the actual current is of the left travel motor 123L. For example, the compensation amount C is the actual current is of the left travel motor 123L multiplied by the compensation coefficient K, that is, the compensation amount C = K * is. Thus, the target current is* output by the speed controller 1241 is the sum of the proportional gain ip* of the rate error of the left travel motor 123L and the compensation amount C.

[0079] In another embodiment, the speed controller 1241 further includes a disturbance observer 1292 to observe the load in real time and add feedforward compensation, which eliminates the effect of the load. In one embodiment, the disturbance observer 1292 is an extended state observer (ESO) that acquires the detected actual rate of the left travel motor 123L and the control input of the speed controller 1241, estimates the total disturbance, and tracks the potential noiseless trend in real time. Thus, external disturbances and unknown internal dynamics are adjusted in such a way that control can be applied without a detailed mathematical model. Dynamic processes (such as air resistance, gravity, friction, etc.) are treated as a single total disturbance. The total disturbance is then considered as an additional state of the ride-on lawnmower 100, which is calculated in real time by the ESO for correction during feedback. By eliminating the total disturbance, the device (i.e., the left travel motor 123L) is simplified to its simplest form and can therefore be easily controlled via a proportional term. This method has the advantages of no control overshoot and rapid load compensation.

[0080] Specifically, refer to Figure 13 The disturbance observer 1292 obtains, for example, the actual rotational speed nl of the left travel motor 123L and the target current is* output by the speed controller 1241 via the rate detection module 1283. The disturbance observer 1292 estimates the total disturbance based on the actual rotational speed nl and the target current is*. In this embodiment, the total disturbance is determined by the load torque of the left travel motor 123L. The disturbance observer 1292 can use a mathematical model (such as a cascaded mathematical model or a convergent mathematical model) to estimate the load torque of the left travel motor 123L. To simplify, the total torque T of the left travel motor 123L is the electromagnetic torque Te minus the load torque. The electromagnetic torque Te can also be expressed as the target current is* and the torque constant K of the left travel motor 123L. T The product of and . Torque constant K T These are known constants specific to the motor design, including its magnetic field strength, number of coil turns, and armature length. The torque T of the left travel motor 123L is also equal to the product of the moment of inertia J of the left travel motor 123L (which is also a constant) and the time derivative of the actual rotational speed nl of the left travel motor 123L. The load torque is estimated in the disturbance observer 1292. Then, in the feedback compensator 1293, The correction amount is applied to the proportional gain ip* of the rate error of the left travel motor 123L.

[0081] The current distribution unit 1242 is connected to the speed controller 1241, and is configured to distribute the target direct-axis current id* and the target quadrature-axis current iq* based on the target current is*. The target quadrature-axis current iq* and the target direct-axis current id* can be obtained by calculation or can be directly set, for example, id* can be set to 0. The target direct-axis current id* and the target quadrature-axis current iq* distributed by the current distribution unit 1242 according to the target current is* can generate different electromagnetic torques Te on the rotor of the left travel motor 123L, so that the left travel motor 123L can reach the target speed nl* through the desired acceleration.

[0082] The current conversion unit 1247 obtains the three-phase currents iu, iv, and iw through the current detection module 1281 and performs current conversion to transform the three-phase currents iu, iv, and iw into two-phase currents, which are the actual direct-axis current id and the actual quadrature-axis current iq, respectively. Optionally, the current conversion unit 1247 includes Park conversion and Clark conversion.

[0083] Flux controller 1243 is connected to current distribution unit 1242 and current conversion unit 1247. Flux controller 1243 obtains a target direct-axis current id* from current distribution unit 1242 and an actual direct-axis current id from current conversion unit 1247. Flux controller 1243 is configured to generate a first voltage regulation amount Ud by comparing and adjusting the target direct-axis current id* and the actual direct-axis current id. The obtained first voltage regulation amount Ud is configured to make the actual direct-axis current id approach the target direct-axis current id* as quickly as possible. Flux controller 1243 may include a PI controller, and flux controller 1243 includes comparing the target direct-axis current id* and the actual direct-axis current id and performing PI regulation based on the comparison result to generate the first voltage regulation amount Ud.

[0084] The torque controller 1244 is also connected to the current distribution unit 1242 and the current conversion unit 1247. The torque controller 1244 obtains the target quadrature-axis current iq* from the current distribution unit 1242 and the actual quadrature-axis current iq from the current conversion unit 1247, and generates a second voltage regulation amount Uq. The second voltage regulation amount Uq is configured to make the actual quadrature-axis current iq approach the target quadrature-axis current iq* as quickly as possible.

[0085] In related technologies, torque controller 1244 employs a proportional-integral (PI) controller. The problems associated with using a PI controller in torque controller 1244 are the same as those in speed controller 1241, and will not be repeated herein. Similarly, in one embodiment, torque controller 1244 includes a disturbance observer 1294 to observe the load in real time and add feedforward compensation, which eliminates the effects of the load. In one embodiment, disturbance observer 1294 is an extended state observer (ESO) that acquires the detected actual current of the left travel motor 123L and the control input of torque controller 1244, estimates the total disturbance, and tracks potential noise-free trends in real time.

[0086] Specifically, refer to Figure 14 The disturbance observer 1294 obtains, for example, the actual quadrature-axis current iq of the left travel motor 123L and the second voltage regulation amount Uq output by the torque controller 1244 via the current conversion module 1247. The disturbance observer 1294 estimates the total disturbance based on the actual quadrature-axis current iq and the second voltage regulation amount Uq. In this embodiment, the total disturbance is determined by the load voltage of the left travel motor 123L. The disturbance observer 1294 can use a mathematical model (such as a cascaded mathematical model or a convergent mathematical model) to estimate the load voltage of the left travel motor 123L. Estimating load voltage using disturbance observer 1294 Subsequently, in the feedback compensator 1295, a proportional gain Up* is applied to the quadrature-axis current error of the left travel motor 123L (i.e., the difference between the target quadrature-axis current iq* and the actual quadrature-axis current iq of the left travel motor 123L). To save costs, the left travel motor control module 124L is configured to introduce a disturbance observer and a feedback compensator in the speed controller 1241 or the flux controller 1243.

[0087] The voltage conversion unit 1245 obtains a first voltage regulation amount Ud and a second voltage regulation amount Uq from the flux controller 1243 and the torque controller 1244, respectively, and obtains the rotor position of the left travel motor 123L from the rotor position detection module 1282. It then converts the first voltage regulation amount Ud and the second voltage regulation amount Uq into intermediate voltage regulation amounts Ua and Ub related to the three-phase voltages Uu, Uv, and Uw applied to the left travel motor 123L, and outputs these intermediate voltage regulation amounts to the PWM signal generation unit 1246. Optionally, the voltage conversion unit 1245 includes an inverse Park converter.

[0088] The PWM signal generation unit 1246 generates PWM signals for controlling the switching elements of the left travel motor drive circuit 127L based on the intermediate voltage adjustment amounts Ua and Ub, enabling the power supply assembly 14 to output three-phase voltages Uu, Uv, and Uw to be applied to the windings of the travel motor 123. In one embodiment, the PWM signal generation unit 1246 employs SVPWM technology. In one embodiment, Uu, Uv, and Uw are three-phase symmetrical sinusoidal voltages or saddle-wave voltages, and the three-phase voltages Uu, Uv, and Uw form a 120° phase difference with each other.

[0089] The left travel motor drive circuit 127L is connected to the left travel motor control module 124L and the left travel motor 123L, and is configured to control the operation of the left travel motor 123L according to the signal output by the left travel motor control module 124L. Optionally, the left travel motor 123L can be connected to the left second travel wheel 122L via a reduction gear. The output rate of the left travel motor 123L is reduced by the reduction gear 41L and then output to the left second travel wheel 122L to drive it to rotate. The torque of the left travel motor 123L is transmitted to the left second travel wheel 122L via the reduction gear to drive it. In other embodiments, the left travel motor 123L directly drives the left second travel wheel 122L.

[0090] Using the control method described in this disclosure, on the one hand, refer to Figure 15 Even when the ride-on lawnmower 100 is affected by other disturbances (e.g., traversing a slope and bearing additional load), the left travel motor control module 124L can respond quickly to bring the actual speed nl of the left travel motor 123L close to its target speed nl* without overshooting. During this process, the actual current is of the left travel motor 123L is close to its target current is*. On the other hand, when the left travel motor control module 124L generates the target speed nl* of the left travel motor 123L based on the detected position signals of the left operating member 131L and the right operating member 131R, or based on the detected position signal of the left operating member 131L and the actual speed nr of the right travel motor 123R, the generated target speed nl* of the left travel motor 123L simultaneously adapts to the needs of stable acceleration and flexible steering, thereby providing the user with a comfortable and responsive driving experience. Furthermore, the target speed nl* of the generated left-hand drive motor 123L can also achieve multiple driving mode configurations, so users can choose different driving modes for different driving experiences.

[0091] Except for the right travel control module 124R calculating the right target speed nr* and controlling the right travel motor 123R, the right travel control system is similar to or the same as the left travel control system, and therefore will not be repeated herein. In one embodiment, the ride-on lawnmower 100 has a central central travel motor control module 124C instead of the left travel motor control module 124L and the right travel motor control module 124R, and the central central travel motor control module 124C controls the left travel motor 123L and the right travel motor 123R in the same control method, which will not be repeated herein.

[0092] The aspects disclosed herein also apply to other types of riding machines, as long as the riding machine is capable of outputting power in a form other than propulsion, thereby achieving functions other than propulsion. Of course, the above embodiments should not be construed as limiting the breadth of the invention. Modifications and other alternatives within the spirit and scope of the invention as defined in the appended claims will be readily apparent.

Claims

1. A ride-on lawnmower, comprising: Seats for users to sit on; The chassis is configured to support the seat; A travel assembly configured to drive the ride-on lawnmower, the travel assembly including at least one first travel wheel and two second travel wheels, the two second travel wheels being a left second travel wheel and a right second travel wheel, the travel assembly further including a left travel motor for driving the left second travel wheel and a right travel motor for driving the right second travel wheel; A left operation component and a right operation component, wherein the left operation component can be operated by the user to generate a left operation quantity, and the right operation component can be operated by the user to generate a right operation quantity; The travel motor control module is configured to receive at least one of the left operation quantity or the right operation quantity and control at least one of the left travel motor or the right travel motor; The travel motor control module includes a target speed calculation unit, which includes: An input unit configured to generate a left reference rate and a right reference rate based on at least one of the left operand or the right operand; A decoupling unit is configured to generate a first speed and a second speed based on the left reference speed and the right reference speed; the decoupling unit calculates the first speed as the average of the left reference speed and the right reference speed, and the decoupling unit calculates the second speed as the difference between the left reference speed and the right reference speed divided by the distance between the left second travel wheel and the right second travel wheel; A processing unit, configured to independently obtain a first processing speed based on the first speed and a second processing speed based on the second speed; and An output unit configured to generate a left target rate for the left travel motor or a right target rate for the right travel motor based on the first processing speed and the second processing speed.

2. The riding lawnmower according to claim 1, wherein, The first velocity is linear velocity, and the second velocity is angular velocity.

3. The riding lawnmower according to claim 1, further comprising a left travel motor control module configured to control the left travel motor and a right travel motor control module configured to control the left travel motor.

4. The riding lawnmower according to claim 3, wherein, The left travel motor control module calculates the left target speed for the left travel motor, and the right travel motor control module calculates the right target speed for the left travel motor.

5. The riding lawnmower according to claim 4, wherein, The left travel motor control module receives the left operation quantity and the right operation quantity. The left reference rate is a mapping value of the left operation quantity, and the right reference rate is a mapping value of the right operation quantity.

6. The riding lawnmower according to claim 4, wherein, The left travel motor control module receives the left operation quantity and the actual rotational speed of the right travel motor.

7. The riding lawnmower according to claim 1, wherein, The processing unit subjectes the processed first velocity to a maximum acceleration value.

8. The riding lawnmower according to claim 1, wherein, The riding lawn mode has different driving modes.

9. The riding lawnmower according to claim 8, wherein, The processing unit is configured with different coefficients or functions for calculating a processed first speed based on the first speed or a processed second speed based on the second speed in different driving modes.

10. A rideable lawnmower, comprising: Seats for users to sit on; The chassis is configured to support the seat; A travel assembly, configured to drive the ride-on lawnmower, includes travel wheels and a travel motor for driving the travel wheels; An operational component that can be manipulated by the user to generate operational quantities; The travel motor control module is configured to receive the operational input and control the travel motor; The travel motor control module includes: A target rate calculation unit, configured to generate a target rate for the travel motor based on the operation quantity. A speed controller configured to generate a target current for the travel motor based on the target speed of the travel motor and the detected actual speed; A flux controller and a torque controller, the flux controller and the torque controller being configured to generate a first voltage regulation amount and a second voltage regulation amount based on the target current of the travel motor and the detected actual current; The travel motor control module includes a compensator for compensating for the load on the travel motor; the compensator is configured to estimate the load torque of the travel motor based on the detected actual speed of the travel motor and the target current output by the speed controller; and A compensation amount is generated and applied to the output of the speed controller to adjust the target current.

11. The riding lawnmower according to claim 10, wherein, The speed controller includes a proportional term to the difference between the target speed of the travel motor and the detected actual speed.

12. The riding lawnmower according to claim 11, wherein, The speed controller includes a current compensator that generates a compensation amount based on the actual current detected by the travel motor.

13. The riding lawnmower according to claim 11, wherein, The speed controller includes a disturbance observer and a feedback compensator.

14. The riding lawnmower according to claim 13, wherein, The disturbance observer derives the compensation amount based on the actual speed detected by the travel motor and the target current output by the speed controller.

15. The riding lawnmower according to claim 10, wherein, The torque controller includes a proportional term representing the difference between the cross-axis portion of the target current of the travel motor and the cross-axis portion of the detected actual current.

16. The riding lawnmower according to claim 15, wherein, The torque controller includes a disturbance observer and a feedback compensator.

17. The riding lawnmower according to claim 16, wherein, The disturbance observer derives the compensation amount based on the cross-axis portion of the actual current detected by the travel motor and the second voltage regulation output by the torque controller.

18. The riding lawnmower according to claim 10, wherein, The operating components include a left operating component and a right operating component. The left operating component can be operated by the user to generate a left operating quantity, and the right operating component can be operated by the user to generate a right operating quantity.

19. The riding lawnmower according to claim 18, wherein, The target rate calculation unit is configured to generate the target rate of the travel motor by generating linear velocity and angular velocity based on the left and right operation quantities.

Images