An unmanned agricultural machine system and a new configuration agricultural robot

Abstract

An unmanned agricultural machinery system and a novel configuration agricultural robot are disclosed. The system comprises: a closed-loop walking pump 1 connected to the left front and left rear walking motors via a left anti-slip and anti-suction air-diverting composite unit; a load-sensitive pump 1 connected to the left front and left rear steering motors via left front and left rear steering control valves, and connected to the left wheel track adjustment hydraulic cylinder and an external one-way motor via a left output control valve 1; a closed-loop walking pump 2 connected to the right front and right rear walking motors via a right anti-slip and anti-suction air-diverting composite unit; multi-functional pumps 1 and 2 used for adjusting the displacement of the walking motors, replenishing oil, and implementing parking brake; and a load-sensitive pump 2 connected to the right front and right rear steering motors via right front and right rear steering control valves, connected to a PTO motor via a right output control valve 1, and connected to the right wheel track adjustment hydraulic cylinder and a three-point suspension adjustment unit via a right output control valve 2. The robot includes a hydraulic system, a frame, and a walking and steering assembly. This invention can meet diverse operational needs.

Description

Technical Field

[0001] This invention belongs to the field of intelligent agricultural machinery technology, specifically relating to an unmanned agricultural machinery system and a novel agricultural robot. Background Technology

[0002] Agricultural robots are core intelligent equipment for developing smart agriculture, and they hold significant strategic importance for ensuring national food security, alleviating rural labor shortages, and promoting the green transformation and upgrading of agricultural production methods. In recent years, the state has continuously introduced a number of related policies to vigorously promote the development of the intelligent agricultural machinery and agricultural robot industry. The No. 1 Central Document of 2026 included robots in the key support areas for agriculture for the first time, explicitly proposing to continuously expand the application scenarios of large-scale agricultural robots. The "Opinions on Deepening the Implementation of the 'Artificial Intelligence+' Action" and the Ministry of Agriculture and Rural Affairs' Document No. 3 of 2024 both clearly require vigorous development of intelligent agricultural machinery and agricultural robots, strengthening their intelligent perception, decision-making control, and operational capabilities to provide key support for agricultural modernization.

[0003] Currently, mainstream agricultural robots on the market still have significant technical shortcomings, making it difficult to adapt to the high-intensity, multi-condition, and multi-crop large-scale operations in the field. On the one hand, existing equipment is mostly low-horsepower, kilowatt-class light-load models, with a rated load generally less than 150kg. The overall output power and load-bearing capacity are limited, failing to meet the needs of high-intensity field operations such as deep plowing and heavy-load cultivation, severely limiting operational efficiency and applicable scenarios. On the other hand, existing agricultural robots and robot chassis mostly adopt a fixed wheelbase structure design, with non-adjustable wheelbase parameters, making it difficult to adapt to the standard planting row spacing of different crops such as wheat, corn, and cotton, and failing to meet the requirements of diverse agronomic operations. At the same time, the fixed wheelbase structure has an inherent performance contradiction, making it difficult to balance overall machine stability and operational flexibility. When the wheelbase is large, the machine has a wide ground contact span, resulting in better driving stability and anti-tipping performance, making it suitable for operation on complex and bumpy roads. However, it also has a large turning radius and poor maneuverability, making it unsuitable for turning around or avoiding obstacles in small areas. When the wheelbase is small, the machine is more agile and has excellent maneuverability, but its ground contact stability is insufficient. When driving on slopes or uneven field roads, it is prone to instability, tilting, or even tipping over, significantly reducing its obstacle-crossing and climbing abilities. Therefore, traditional fixed-wheelbase chassis cannot simultaneously meet the driving stability, climbing and obstacle-crossing capabilities, and steering flexibility required for agricultural machinery, making it difficult to adapt to the complex field operation needs of different terrains, crops, and working conditions.

[0004] In order to effectively solve the above-mentioned technical problems, there is an urgent need to provide an unmanned agricultural machinery system and a new type of agricultural robot that are adapted to the regional topography and agronomic requirements, so as to effectively solve the shortcomings of the existing technology. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides an unmanned agricultural machinery system and a novel agricultural robot configuration. This system features a rational structure, diverse functions, and strong versatility, capable of meeting various operational needs, including wheelbase adjustment, anti-slip and obstacle removal, normal walking, and flexible steering. It can satisfy diverse operational requirements. The robot boasts a high degree of intelligence, exhibiting good stability during operation, strong climbing and obstacle removal capabilities, flexible steering, adjustable wheelbase, and high operational efficiency, effectively adapting to complex working conditions.

[0006] To achieve the above objectives, the present invention provides an unmanned agricultural machinery system, including a left hydraulic drive unit and a right hydraulic drive unit; The left-side hydraulic drive unit includes a left-side walking drive circuit and a left-side load-sensitive circuit; The left-side travel drive circuit includes a left front travel motor, a left rear travel motor, a left anti-slip and anti-suction airflow diversion composite unit, an engine, a travel closed-loop pump, a left flow braking adjustment unit, and a multi-functional pump. The left front travel motor integrates a left front brake, and the left rear travel motor integrates a left rear brake. The left anti-slip and anti-suction airflow diversion composite unit includes a forced flow diversion valve, a left anti-slip control valve, and a left anti-slip control valve. The oil inlets of the forced flow diversion valve, the left anti-slip control valve, and the left anti-slip control valve are interconnected. The first oil outlet of the forced flow diversion valve is connected to the oil outlet of the left anti-slip control valve and then connected to port A of the left front travel motor. The second oil outlet of the forced flow diversion valve is connected to the oil outlet of the left anti-slip control valve and then connected to port A of the left rear travel motor. The travel closed-loop pump is coaxially connected to the engine. Its main pressure port A is connected to the oil inlet of the forced flow diversion valve, and its main pressure port B is connected to port B of the left front travel motor and port B of the left rear travel motor. The rear travel motor has port B; the left flow brake regulating unit includes a left front flow regulating valve, a left rear flow regulating valve, a left displacement control valve, and a left brake control valve; the oil outlet of the left front flow regulating valve is connected to the variable control oil port of the left front travel motor, and its first oil inlet and second oil inlet are respectively connected to ports A and B of the left front travel motor; the oil outlet of the left rear flow regulating valve is connected to the variable control oil port of the left rear travel motor, and its first oil inlet and second oil inlet are respectively connected to ports A and B of the left rear travel motor; the oil outlet of the left displacement control valve is connected to the hydraulic control port of the left front flow regulating valve and the hydraulic control port of the left rear flow regulating valve; the oil outlet of the left brake control valve is connected to the oil inlet of the left front brake and the oil inlet of the left rear brake; the oil suction port of the multi-functional pump is connected to the hydraulic oil tank, and its oil discharge port is connected to the oil replenishment port G of the travel closed pump, the oil inlet of the left displacement control valve, and the oil inlet of the left brake control valve. The left-side load-sensitive circuit includes a left front steering motor, a left rear steering motor, a left front steering control valve, a left rear steering control valve, a left wheel track adjustment hydraulic cylinder, a left wheel track adjustment control valve, an external one-way motor, a left output control valve, and a left load-sensitive pump. The working ports A and B of the left front steering control valve are connected to ports A and B of the left front steering motor, respectively. The working ports A and B of the left rear steering control valve are connected to ports A and B of the left rear steering motor, respectively. The working ports A and B of the left wheel track adjustment control valve are connected to the rod-side and rodless-side chambers of the left wheel track adjustment hydraulic cylinder, respectively. The working port A of the left output control valve is connected to the inlet port P of the left wheel track adjustment control valve, and its working port B is connected to port A of the external one-way motor. The return port T of the left wheel track adjustment control valve and port B of the external one-way motor are connected to the hydraulic oil tank. The discharge port of the left load-sensitive pump is connected to the inlet ports P of the left front steering control valve, the left rear steering control valve, and the left output control valve, respectively. The right-side hydraulic drive unit includes a right-side travel drive circuit and a right-side load-sensitive circuit; The right-side travel drive circuit includes a right front travel motor, a right rear travel motor, a right anti-slip and anti-suction airflow splitter composite unit, a second engine, a second travel closed-loop pump, a right flow braking adjustment unit, and a second multi-functional pump. The right front travel motor integrates a right front brake, and the right rear travel motor integrates a right rear brake. The right anti-slip and anti-suction airflow splitter composite unit includes a second forced flow splitter valve, a first right anti-slip control valve, and a second right anti-slip control valve. The oil inlets of the second forced flow splitter valve, the first right anti-slip control valve, and the second right anti-slip control valve are interconnected. The first oil outlet of the second forced flow splitter valve is connected to the outlet of the first right anti-slip control valve and then connected to port A of the right front travel motor. The second oil outlet of the second forced flow splitter valve is connected to the outlet of the second right anti-slip control valve and then connected to port A of the right rear travel motor. The second travel closed-loop pump is coaxially connected to the second engine, and its main pressure port A is connected to port B of both the right front travel motor and the right rear travel motor. Its main pressure port B is connected to the forced flow splitter valve. The oil inlet of valve two is connected; the right flow brake regulating unit includes a right front flow regulating valve, a right rear flow regulating valve, a right displacement control valve, and a right brake control valve; the oil outlet of the right front flow regulating valve is connected to the variable control oil port of the right front travel motor, and its first oil inlet and second oil inlet are respectively connected to the A port and B port of the right front travel motor; the oil outlet of the right rear flow regulating valve is connected to the variable control oil port of the right rear travel motor, and its first oil inlet and second oil inlet are respectively connected to the A port and B port of the right rear travel motor; the oil outlet of the right displacement control valve is connected to the hydraulic control port of the right front flow regulating valve and the hydraulic control port of the right rear flow regulating valve; the oil outlet of the right brake control valve is connected to the oil inlet of the right front brake and the oil inlet of the right rear brake; the oil suction port of the multi-functional pump two is connected to the hydraulic oil tank, and its oil discharge port is connected to the oil replenishment port G of the travel closed pump two, the oil inlet of the right displacement control valve, and the oil inlet of the right brake control valve; The right-side load-sensitive circuit includes a right front steering motor, a right rear steering motor, a right front steering control valve, a right rear steering control valve, a PTO motor, a right wheel track adjustment hydraulic cylinder, a three-point suspension adjustment unit, a right wheel track adjustment control valve, a right output control valve one, a right output control valve two, and a right load-sensitive pump. The working ports A and B of the right front steering control valve are respectively connected to ports A and B of the right front steering motor. The working ports A and B of the right rear steering control valve are respectively connected to ports A and B of the right rear steering motor. The working ports A and B of the right wheel track adjustment control valve are respectively connected to the rod-side and rodless-side chambers of the right wheel track adjustment hydraulic cylinder. The three-point suspension adjustment unit includes a lifting hydraulic cylinder. The cylinder and the three-point suspension control valve are connected. The working ports A and B of the three-point suspension control valve are connected to the rod chamber and rodless chamber of the lifting hydraulic cylinder, respectively. The working ports A and B of the right output control valve one are connected to the A port and B port of the PTO motor, respectively. The working port A of the right output control valve two is connected to the inlet port P of the right wheel track adjustment control valve, and its working port B is connected to the inlet port P of the three-point suspension control valve. The return port T of the right wheel track adjustment control valve and the return port T of the three-point suspension control valve are connected to the hydraulic oil tank. The discharge port of the right load sensitive pump is connected to the inlet port P of the right output control valve one, the right output control valve two, the right front steering control valve, and the right rear steering control valve, respectively.

[0007] In this invention, the left anti-slip and anti-sucking air-diverting composite unit enables the left-side travel drive circuit to have an anti-slip and obstacle-avoidance function. When the speed of one of the left front or left rear travel motors is significantly higher than the other, both the left anti-slip control valve one and the left anti-slip control valve two can be shut off. This allows the forced diversion valve one to force the hydraulic oil to be diverted, and the oil supply from the main pressure port B of the travel closed pump one is divided into two parts before being delivered to the left front travel motor and the left rear travel motor respectively. This effectively solves the problem of one motor slipping and spinning too fast, enabling the entire machine to escape obstacles smoothly. Through the combination of the left displacement control valve, the left front displacement regulating valve, and the left rear displacement regulating valve, combined with the oil supply of the multi-functional pump one, the displacement of the left front travel motor and the left rear travel motor can be easily adjusted by controlling the left displacement control valve, which can meet various different working conditions. By combining the left brake control valve, left front brake, and left rear brake, and with the oil supply from the multi-functional pump, the parking brake of the left front and left rear travel motors can be easily achieved by controlling the left brake control valve. The multi-functional pump serves several purposes: firstly, it replenishes oil to the low-pressure side of the closed-loop travel pump, effectively preventing oil loss and reduced efficiency in the closed system; secondly, it provides the power oil for controlling the displacement of the left front and left rear travel motors; and thirdly, it provides oil for the parking brake process of the left front and left rear travel motors. The load-sensitive pump can adaptively adjust its displacement according to system flow requirements, ensuring no overflow or overheating in the load-sensitive system. The combination of the left output control valve, left wheel track adjustment control valve, and external one-way motor, along with the oil supply from the load-sensitive pump, allows for convenient control of the extension and retraction of the left wheel track adjustment hydraulic cylinder, and also facilitates the rotation of the external one-way motor. Based on the setting of the left front steering control valve and the left rear steering control valve, the steering action of the left front steering motor and the left rear steering motor can be easily controlled.

[0008] Similarly, the right anti-slip and anti-sucking air-diverting composite unit enables the right-side travel drive circuit to have anti-slip and obstacle-avoidance functions. When the speed of one of the right front or right rear travel motors is significantly higher than the other, both right anti-slip control valve one and right anti-slip control valve two can be shut off. This allows the forced diversion valve two to force the hydraulic oil to be diverted, and the oil supply from the main pressure port B of the travel closed pump two is then divided into two parts before being delivered to the right front and right rear travel motors respectively. This effectively solves the problem of one motor slipping and spinning too fast, enabling the entire machine to escape obstacles smoothly. Through the combination of the right displacement control valve, the right front displacement regulating valve, and the right rear displacement regulating valve, combined with the oil supply from the multi-functional pump two, the displacement of the right front and right rear travel motors can be easily adjusted by controlling the right displacement control valve, meeting various different operating conditions. By combining the right brake control valve, the right front brake, and the right rear brake, and with the oil supply from the multi-functional pump two, the parking brake of the right front and right rear travel motors can be conveniently achieved by controlling the right brake control valve. The multi-functional pump two serves several purposes: firstly, it replenishes oil to the low-pressure side of the closed-loop travel pump two, effectively preventing oil reduction and efficiency loss in the closed system; secondly, it provides the power oil source for the displacement control process of the right front and right rear travel motors; and thirdly, it provides oil for the parking brake process of the right front and right rear travel motors. Based on the load-sensitive pump two, its displacement can adaptively adjust according to the system's required flow rate, ensuring that the load-sensitive system does not experience overflow or overheating. Based on the combination of the right output control valve one and the PTO motor, and with the oil supply from the load-sensitive pump one, the forward, reverse, and stop states of the PTO motor can be conveniently changed by controlling the right output control valve one. Based on the combination of the right output control valve II, the right wheel track adjustment control valve, and the three-point suspension adjustment unit, and with the oil supply from the load-sensitive pump I, the extension and retraction of the left wheel track adjustment hydraulic cylinder can be conveniently controlled by controlling the right wheel track adjustment control valve. Similarly, the lifting and lowering of the lifting hydraulic cylinder can be conveniently controlled by controlling the three-point suspension control valve. Furthermore, the left front steering control valve and the left rear steering control valve allow for convenient control of the steering movements of the left front steering motor and the left rear steering motor.

[0009] The system has a reasonable structure, diverse functions, and strong versatility. It can meet the various working conditions of agricultural machinery, such as wheel track adjustment, anti-skid and get-out-of-trouble, normal walking, and flexible steering, and can meet diverse operational needs.

[0010] To facilitate intelligent control of the entire machine's operation process, an intelligent control unit is also included, which includes a left front speed sensor, a left rear speed sensor, a right front speed sensor, a right rear speed sensor, and a controller. The left front speed sensor and the left rear speed sensor are respectively connected to the left front travel motor and the left rear travel motor, and are used to collect the speed signals of the left front travel motor and the left rear travel motor, respectively. The right front speed sensor and the right rear speed sensor are respectively connected to the right front travel motor and the right rear travel motor, and are used to collect the speed signals of the right front travel motor and the right rear travel motor, respectively. The controller is connected to the left front speed sensor, left rear speed sensor, right front speed sensor, right rear speed sensor, left anti-skid control valve one, left anti-skid control valve two, right anti-skid control valve one, right anti-skid control valve two, engine one, travel closed pump one, engine two, and travel closed pump two.

[0011] In this technical solution, the left front and left rear speed sensors facilitate real-time detection of the speeds of the left front and left rear travel motors. When one speed is significantly higher than the other, it is determined to be a slippery, high-speed state. In this case, the controller can shut off the left anti-slip control valves one and two, forcing the oil to be divided equally into two by the forced diversion valve one before being delivered to the two travel motors, thus achieving synchronous rotation of the left front and left rear motors. Similarly, the right front and right rear speed sensors facilitate real-time detection of the right front and right rear travel motors. When one speed is significantly higher than the other, it is determined to be a slippery, high-speed state. In this case, the controller can shut off the right anti-slip control valves one and two, forcing the oil to be divided equally into two by the forced diversion valve two before being delivered to the two travel motors, thus achieving synchronous rotation of the right front and right rear motors. Simultaneously, connecting the controller to each solenoid directional valve and power component allows for convenient control of their operation.

[0012] As a preferred embodiment, the left anti-slip and anti-vacuum diversion composite unit further includes a left anti-vacuum valve one, a left anti-vacuum valve two, a cooling shuttle valve one, and a cooling oil circuit overflow valve one; the two working oil ports of the left anti-vacuum valve one are respectively connected to port A and port B of the left front travel motor; the two working oil ports of the left anti-vacuum valve two are respectively connected to port A and port B of the left rear travel motor; the oil replenishment ports of the left anti-vacuum valve one and the left anti-vacuum valve two are both connected to the oil discharge port of the multi-functional pump one; the first inlet and the second inlet of the cooling shuttle valve one are respectively connected to the main pressure port A and the main pressure port B of the travel closed pump one; the oil inlet of the cooling oil circuit overflow valve one is connected to the oil outlet of the cooling shuttle valve one, and its oil outlet is connected to the hydraulic oil tank.

[0013] In this technical solution, the left anti-vacuum valves one and two effectively prevent cavitation in the left front and left rear travel motors. The cooling shuttle valve one and cooling oil circuit overflow valve one allow a portion of the system's oil to flow back to the hydraulic tank, thus providing a flushing and cooling function to the left travel drive circuit. This effectively prevents the closed-loop system from overheating and reducing work efficiency.

[0014] As a preferred embodiment, the left-side load-sensitive circuit further includes a left wheel track adjustment lock-up valve and a left output control valve II. The left wheel track adjustment lock-up valve is connected in series between the left wheel track adjustment hydraulic cylinder and the left wheel track adjustment control valve. The oil inlet P of the left output control valve II is connected to the oil outlet of the left load-sensitive pump, and its working oil ports A and B are respectively connected to hydraulic oil quick interfaces A and B.

[0015] In this technical solution, the left wheel track adjustment locking valve allows for locking the left wheel track adjustment hydraulic cylinder in its neutral position, improving the stability and reliability of wheel track adjustment. The left output control valve and the quick-connect hydraulic oil interfaces A and B facilitate connection to externally hydraulically driven agricultural machinery, enhancing the versatility of the hydraulic system.

[0016] As a preferred embodiment, the right anti-slip and anti-vacuum diversion composite unit further includes a right anti-vacuum valve one, a right anti-vacuum valve two, a cooling shuttle valve two, and a cooling oil circuit overflow valve two; the two working oil ports of the right anti-vacuum valve one are respectively connected to port A and port B of the right front travel motor; the two working oil ports of the right anti-vacuum valve two are respectively connected to port A and port B of the right rear travel motor; the oil replenishment port of the right anti-vacuum valve one and the oil replenishment port of the right anti-vacuum valve two are both connected to the oil discharge port of the multi-functional pump two; the first inlet and the second inlet of the cooling shuttle valve two are respectively connected to the main pressure port A and the main pressure port B of the travel closed pump two; the oil inlet of the cooling oil circuit overflow valve two is connected to the oil outlet of the cooling shuttle valve two, and its oil outlet is connected to the hydraulic oil tank.

[0017] In this technical solution, the right anti-vacuum valves one and two effectively prevent cavitation in the right front and right rear travel motors. The cooling shuttle valve two and the cooling oil circuit overflow valve two allow a portion of the system's oil to flow back to the hydraulic tank, thus providing a flushing and cooling function to the right-side travel drive circuit. This effectively prevents the closed-loop system from overheating and reducing work efficiency.

[0018] As a preferred embodiment, the right-side load-sensitive circuit further includes a right wheel track adjustment lock-up valve, which is connected in series between the right wheel track adjustment hydraulic cylinder and the right wheel track adjustment control valve.

[0019] In this technical solution, by setting the right wheel track adjustment locking valve, the state of the right wheel track adjustment hydraulic cylinder can be locked and fixed when the right wheel track adjustment control valve is working in the neutral position, thereby improving the stability and reliability of wheel track adjustment.

[0020] As a preferred embodiment, the three-point suspension adjustment unit further includes a lifting lock valve and a three-point suspension relief valve. The lifting lock valve is connected in series between the lifting hydraulic cylinder and the three-point suspension control valve. The oil inlet of the three-point suspension relief valve is connected to the oil inlet P of the three-point suspension control valve, and its oil outlet is connected to the hydraulic oil tank.

[0021] In this technical solution, by setting up a lifting locking valve, the lifting hydraulic cylinder can be locked in place when the three-point suspension control valve is in the neutral position, thereby improving the stability and reliability of the three-point suspension unit.

[0022] The present invention also provides a novel configuration of agricultural robot, including a multifunctional intelligent chassis, a frame assembly, a walking and steering assembly, and a three-point suspension mechanism; The frame assembly includes a transverse main frame, a left side frame, a right side frame, and a wheelbase adjustment mechanism. The left and right side frames are symmetrically distributed on the left and right sides of the transverse main frame. The wheelbase adjustment mechanism includes a left telescopic adjustment component and a right telescopic adjustment component. The two ends of the left telescopic adjustment component are respectively connected to the left side frame and the transverse main frame, and it includes a left telescopic shaft and a left wheelbase adjustment hydraulic cylinder. The right telescopic adjustment component is respectively connected to the right side frame and the transverse main frame, and it includes a right telescopic shaft and a right wheelbase adjustment hydraulic cylinder. The four travel and steering assemblies are arranged in pairs. Two of these assemblies are installed at the front and rear ends of the left side frame, respectively serving as the left front travel and steering assembly and the left rear travel and steering assembly. The left front travel and steering assembly includes a left front travel motor, a left front steering motor, and a left front travel wheel. The left front travel wheel is connected to the left front travel motor via a left front travel transmission mechanism, and also to the left front steering motor via a left front steering transmission mechanism. The left rear travel and steering assembly includes a left rear travel motor, a left rear steering motor, and a left rear travel wheel. The left rear travel wheel is connected to the left rear travel motor via a left rear travel transmission mechanism, and also to the left rear travel and steering assembly via a left rear steering transmission mechanism. The steering motor is connected; the other two travel steering assemblies are respectively installed at the front and rear ends of the right side frame, serving as the right front travel steering assembly and the right rear travel steering assembly. The right front travel steering assembly includes a right front travel motor, a right front steering motor, and a right front travel wheel. The right front travel wheel is connected to the right front travel motor through a right front travel transmission mechanism, and is also connected to the right front steering motor through a right front steering transmission mechanism. The right rear travel steering assembly includes a right rear travel motor, a right rear steering motor, and a right rear travel wheel. The right rear travel wheel is connected to the right rear travel motor through a right rear travel transmission mechanism, and is also connected to the right rear steering motor through a right rear steering transmission mechanism. The three-point suspension mechanism is installed on the transverse main frame and located in the middle section of the overall length of the machine; the three-point suspension mechanism includes lifting hydraulic cylinders, with two lifting hydraulic cylinders symmetrically distributed on the left and right.

[0023] As a preferred embodiment, the rack assembly further includes a left chassis and a right chassis, which are fixedly mounted on the left side frame and the right side frame, respectively. The left chassis has a front heat dissipation window 1, an outer heat dissipation window 1, and a liquid filling window 1 on its front, outer, and top sides, respectively. The right chassis has a front heat dissipation window 2, an outer heat dissipation window 2, and a liquid filling window 1 on its front, outer, and top sides, respectively.

[0024] In this technical solution, the arrangement of the left and right side boxes facilitates the rational distribution of hydraulic components and pipelines. The rational distribution of weight ensures effective balance of weight on both sides, further ensuring the stability of the whole machine and thus effectively preventing tipping.

[0025] As a preferred embodiment, it also includes a left passive crash barrier and a right passive crash barrier, wherein the left passive crash barrier is installed on the outer perimeter of the left side frame and the right passive crash barrier is installed on the outer perimeter of the right side frame.

[0026] In this technical solution, the robot body can be reliably protected by setting up a passive anti-collision fence.

[0027] In this invention, the left and right side frames are symmetrically distributed on the left and right sides of the transverse main frame and connected to the transverse main frame via left and right wheel track adjustment mechanisms. This allows the left and right side frames to have adjustable distance relative to the transverse main frame, enabling adaptive wheel track adjustments based on site conditions and flexibly adapting to complex working scenarios. The telescopic shaft in the wheel track adjustment mechanism ensures that the wheel track only changes in the width direction during adjustment. The wheel track adjustment hydraulic cylinder provides driving force for the adjustment process and also assists the telescopic shaft in ensuring the stability of the frame assembly. Both the front and rear ends of the two side frames are equipped with walking and steering assemblies with walking and steering functions. Based on distributed four-wheel drive and four-wheel steering technology, multiple steering modes can be achieved through independent control of each individual walking and steering assembly. This not only provides reliable driving force for the machine's movement but also significantly reduces the turning radius, effectively improving the machine's steering flexibility and enhancing its adaptability and flexibility in complex working conditions. Because the robot uses an unmanned agricultural machinery system, it also possesses anti-slip and obstacle-avoidance capabilities, enabling it to better adapt to complex working conditions. Installing the three-point suspension mechanism in the middle section of the machine's length prevents the center of gravity from shifting backward and stability from decreasing during uphill climbing, thus avoiding tipping over and effectively ensuring safety during operation.

[0028] This robot is highly intelligent, has good stability during operation, strong climbing and obstacle-avoidance capabilities, flexible steering, adjustable wheel track, excellent anti-tipping ability, and high work efficiency, and can effectively adapt to complex working conditions. Attached Figure Description

[0029] Figure 1 This is a hydraulic schematic diagram of the hydraulic drive unit on the left side in this invention; Figure 2 This is a hydraulic schematic diagram of the hydraulic drive unit on the right side of the present invention; Figure 3 This is a hydraulic schematic diagram of the left-side walking drive circuit in this invention; Figure 4 This is a hydraulic schematic diagram of the load-sensitive circuit on the left side in this invention; Figure 5 This is a hydraulic schematic diagram of the right-side walking drive circuit in this invention; Figure 6 This is a hydraulic schematic diagram of the load-sensitive circuit on the right side in this invention; Figure 7 This is a three-dimensional structural diagram of the robot in this invention; Figure 8 This is a top view of the robot in this invention.

[0030] In the diagram, 1. Transverse main frame, 2. Left side frame, 3. Right side frame, 4. Left telescopic axle, 5. Three-point suspension control valve, 6. Right telescopic axle, 7. Three-point suspension overflow valve, 8. Left front travel steering assembly, 9. Left rear travel steering assembly, 10. Right front travel steering assembly, 11. Right rear travel steering assembly, 12. Cooling shuttle valve II, 13. Cooling oil overflow valve II, 14. Right three-point suspension hydraulic cylinder, 15. Three-point suspension mechanism, 16. Left engine compartment, 17. Right engine compartment, 18. Front radiator window I, 19. Outer radiator window I, 20. Fluid filler window I, 21. Front radiator window II, 22. Outer radiator window II, 23. Fluid filler window II, 24. Left passive crash barrier, 25. Right passive crash barrier, 26. 1. Engine 1; 27. Travel Closed-Loop Pump 1; 28. Multifunctional Pump 1; 29. ​​Hydraulic Oil Tank; 30. Filter 1; 31. Left Anti-Slip and Anti-Suction Air Diversion Composite Unit; 32. Forced Flow Diversion Valve 1; 33. Left Anti-Slip Control Valve 1; 34. Left Anti-Slip Control Valve 2; 35. Left Anti-Suction Air Valve 1; 36. Left Anti-Suction Air Valve 2; 37. Left Front Travel Motor; 38. Left Rear Travel Motor; 39. Left Front Displacement Adjustment Valve; 40. Left Rear Displacement Adjustment Valve; 41. Left Front Brake; 42. Left Rear Brake; 43. Left Displacement Control Valve; 44. Left Brake Control Valve; 45. Left Load Sensing Pump; 46. Filter 2; 47. Filter 3; 48. Left Front Steering Motor; 49. Left Rear Steering Motor; 50. Left Output Control Valve 2; 51. 52. Left wheel track adjustment control valve, 53. Left wheel track adjustment lock valve, 54. Left wheel track adjustment hydraulic cylinder, 55. External one-way motor, 56. Left front steering control valve, 57. Left rear steering control valve, 58. Return oil filter, 59. Power cooler, 60. Cooling shuttle valve, 61. Cooling oil circuit overflow valve, 62. Engine, 63. Travel closed pump, 64. Multi-functional pump, 65. Filter, 66. Right anti-skid and anti-suction air-slip splitter composite unit, 67. Forced splitter valve, 68. Right anti-skid control valve, 69. Right anti-skid control valve, 70. Right anti-suction valve, 71. Right anti-suction valve, 72. Right front travel motor, 73. Right rear travel motor, 74. Right front displacement adjustment... 75. Right rear displacement regulating valve; 76. Right front brake; 77. Right rear brake; 78. Right displacement control valve; 79. Right brake control valve; 80. Right load-sensitive pump; 81. Filter five; 82. Filter six; 83. PTO motor; 84. Right output control valve one; 85. Right output control valve two; 86. Right wheel track adjustment control valve; 87. Right wheel track adjustment lock-up valve; 88. Right wheel track adjustment hydraulic cylinder; 89. Right front steering control valve; 90. Right rear steering control valve; 91. Return oil filter two; 92. With power cooler two; 93. Right front steering motor; 94. Right rear steering motor; 95. Lifting hydraulic cylinder; 96. Lifting lock-up valve; 97. Pump displacement regulating mechanism one; 98. Pump displacement control valve one.99. Pump displacement regulating mechanism two; 100. Pump displacement control valve two; 101. Safety valve one; 102. Safety valve two; 103. Safety valve three; 104. Safety valve four; 105. Left front speed sensor; 106. Left rear speed sensor; 107. Right front speed sensor; 108. Right rear speed sensor; 109. Oil replenishment control valve one; 110. Oil replenishment control valve two. Detailed Implementation

[0031] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0032] like Figures 1 to 6 As shown, the present invention provides a multifunctional intelligent chassis, including a left hydraulic drive unit and a right hydraulic drive unit; The left-side hydraulic drive unit includes a left-side walking drive circuit and a left-side load-sensitive circuit; The left-side travel drive circuit includes a left front travel motor 37, a left rear travel motor 38, a left anti-slip and anti-suction air diversion composite unit 31, an engine 26, a travel closed pump 27, a left flow braking adjustment unit, and a multi-functional pump 28; the left front travel motor 37 integrates a left front brake 41, which is a spring brake hydraulic release brake; the left rear travel motor 38 integrates a left rear brake 42, which is a spring brake hydraulic release brake. As a preferred option, both the left front travel motor 37 and the left rear travel motor 38 are electronically controlled bidirectional 2-speed variable motors. The large displacement mode is suitable for agricultural machinery to operate under high load and low speed, while the small displacement mode is suitable for agricultural machinery to operate under low load and high speed.

[0033] The left anti-slip and anti-suction air diversion composite unit 31 includes a forced diversion valve 32, a left anti-slip control valve 33, and a left anti-slip control valve 34. The oil inlets of the forced diversion valve 32, the left anti-slip control valve 33, and the left anti-slip control valve 34 are interconnected. The first oil outlet of the forced diversion valve 32 is connected to the oil outlet of the left anti-slip control valve 33 and then connected to port A of the left front travel motor 37. The second oil outlet of the forced diversion valve 32 is connected to the oil outlet of the left anti-slip control valve 34 and then connected to port A of the left rear travel motor 38. The travel closed pump 27 is coaxially connected to the engine 26. Its main pressure port A is connected to the oil inlet of the forced diversion valve 32, and its main pressure port B is connected to port B of the left front travel motor 37 and port B of the left rear travel motor 38, respectively. As a preferred option, the walking closed pump 27 is an electrically controlled bidirectional variable pump, which has a built-in pump displacement adjustment mechanism 97, pump displacement control valve 98, safety valve 101, safety valve 102, and oil replenishment control valve 109. By giving an electrical signal, the pump displacement can be adjusted through the action of its built-in pump displacement adjustment mechanism 97 and pump displacement control valve 98, thereby adjusting the walking operation speed of the whole machine. Among them, safety valve 101 and safety valve 102 are used to set the maximum working pressure of the left hydraulic drive unit. The left flow braking adjustment unit includes a left front flow regulating valve 39, a left rear flow regulating valve 40, a left displacement control valve 43, and a left brake control valve 44. The oil outlet of the left front flow regulating valve 39 is connected to the variable control oil port of the left front travel motor 37, and its first oil inlet and second oil inlet are respectively connected to port A and port B of the left front travel motor 37. The oil outlet of the left rear flow regulating valve 40 is connected to the variable control oil port of the left rear travel motor 38, and its first oil inlet and second oil inlet are respectively connected to port A of the left rear travel motor 38. The oil outlet of the left displacement control valve 43 is connected to the hydraulic control port of the left front flow regulating valve 39 and the hydraulic control port of the left rear flow regulating valve 40, respectively; the oil outlet of the left brake control valve 44 is connected to the oil inlet of the left front brake 41 and the oil inlet of the left rear brake 42, respectively; the oil suction port of the multi-functional pump 28 is connected to the hydraulic oil tank 29 through the filter 30, and its oil discharge port is connected to the oil replenishment port G of the walking closed pump 27, the oil inlet of the left displacement control valve 43 and the oil inlet of the left brake control valve 44, respectively.

[0034] The left-side walking drive circuit is a closed-loop hydraulic circuit, meaning that the hydraulic pump's suction and discharge ports are directly connected to the actuator's inlet and outlet ports. The hydraulic fluid circulates in a closed loop between the pump and the actuator, bypassing the hydraulic oil tank 29. The left-side walking drive circuit primarily provides power to the robot's left-side walking mechanism and also performs functions such as system oil replenishment, flushing and cooling, motor displacement switching, and anti-slip control.

[0035] The left-side travel drive circuit has anti-vacuum and anti-slip functions. When the left front speed sensor 105 or the left rear speed sensor 106 detects that the speed of the left front travel motor 37 or the left rear travel motor 38 is significantly higher than the other, it is determined to be a slippery high-speed state. At this time, the controller controls the left anti-slip control valve 1 33 and the left anti-slip control valve 2 34 to be cut off, and the oil must be divided equally into two by the forced diversion valve 1 32 before being delivered to the two travel motors respectively. In the non-slippery high-speed state, the left anti-slip control valve 1 33 and the left anti-slip control valve 2 34 are in the normal open state, and the oil does not pass through the forced diversion valve 1 32.

[0036] The left-side travel drive circuit has an anti-vacuum function. If the travel motor is in a "underload" state during downhill, that is, the motor is being driven by an external force, the phenomenon of vacuuming can be effectively prevented by setting the left front and left rear travel motors 35 and 36.

[0037] Meanwhile, the left-side travel drive circuit has a flushing and cooling function. To prevent the oil temperature of the closed system from getting too high, about 10%-15% of the oil in the system flows back to the hydraulic oil tank 29 through the cooling shuttle valve-60 and the cooling oil circuit overflow valve-61.

[0038] The multi-functional pump 28 has three main functions. First, it replenishes oil to the low-pressure side of the closed-loop system. The multi-functional pump 28 replenishes hydraulic oil to the low-pressure side of the travel closed-loop pump 27 through the oil replenishment control valve 109 to prevent the oil level in the closed-loop system from decreasing. Second, the output oil of the multi-functional pump 28 changes the displacement of the travel motor through the action of the left displacement control valve 43, the left front displacement regulating valve 39, or the left rear displacement regulating valve 40. Third, the output oil of the multi-functional pump 28 achieves parking braking through the left brake control valve 44, the left front brake 41, or the left rear brake 42.

[0039] The left-side load-sensitive circuit includes a left front steering motor 48, a left rear steering motor 49, a left front steering control valve 56, a left rear steering control valve 57, a left wheel track adjustment hydraulic cylinder 54, a left wheel track adjustment control valve 52, an external one-way motor 55, a left output control valve 51, and a left load-sensitive pump 45. The working ports A and B of the left front steering control valve 56 are respectively connected to ports A and B of the left front steering motor 48. The working ports A and B of the left rear steering control valve 57 are respectively connected to ports A and B of the left rear steering motor 49. The working ports A and B of the left wheel track adjustment control valve 52 are respectively connected to the left... The rod-side and rodless sides of the wheel track adjusting hydraulic cylinder 54 are connected; the working port A of the left output control valve 51 is connected to the inlet port P of the left wheel track adjusting control valve 52, and its working port B is connected to the port A of the external one-way motor 55; the return port T of the left wheel track adjusting control valve 52 and the port B of the external one-way motor 55 are connected in sequence through the power cooler 59 and the return oil filter 58 to the hydraulic oil tank 29; the discharge port of the left load sensitive pump 45 is connected to the inlet port P of the left front steering control valve 56, the left rear steering control valve 57 and the left output control valve 51 respectively through the filter valve 47.

[0040] The load-sensitive pump 45 is the power element of the load-sensitive circuit on the left. It has the function of adaptively adjusting its own displacement according to the system's required flow rate. The load-sensitive system has no overflow heat generation.

[0041] The left front steering control valve 56 (post-valve compensation type), the left rear steering control valve 57 (post-valve compensation type), the left output control valve 1 51 (post-valve compensation type), and the left output control valve 2 50 (post-valve compensation type) are all post-valve compensation type flow / direction control valves, used to achieve precise and controllable flow of the actuator.

[0042] The left front steering motor 48 and the left rear steering motor 49 control the rotation of the corresponding wheels respectively. They are connected to a hydraulic rotary drive, which can realize steering control of the wheels within a range of ±90°.

[0043] Left output control valve 2 50 provides electro-hydraulic power output to the agricultural implements attached to the robot, and can be connected via hydraulic quick-connect interfaces A and B. When left output control valve 1 51 is in the left position, hydraulic oil flows to the inlet P of left wheel track adjustment control valve 52. When left wheel track adjustment control valve 52 is in the middle position, left wheel track adjustment hydraulic cylinder 54 is locked in place by left wheel track adjustment locking valve 53. When left wheel track adjustment control valve 52 is in the left or right position, left wheel track adjustment hydraulic cylinder 54 actuates. When left output control valve 1 51 is in the right position, hydraulic oil is supplied to port A of external one-way motor 55, driving external one-way motor 55 to actuate.

[0044] The right-side hydraulic drive unit includes a right-side travel drive circuit and a right-side load-sensitive circuit; The right-side travel drive circuit includes a right front travel motor 72, a right rear travel motor 73, a right anti-slip and anti-suction airflow splitting composite unit 66, a second engine 62, a second travel closed pump 63, a right flow braking adjustment unit, and a second multi-functional pump 64; the right front travel motor 72 integrates a right front brake 76, which is a spring-brake hydraulic release brake; the right rear travel motor 73 integrates a right rear brake 77, which is a spring-brake hydraulic release brake. As a preferred option, both the right front travel motor 72 and the right rear travel motor 73 are electronically controlled bidirectional 2-speed variable motors. The large displacement mode is suitable for agricultural machinery to operate under high load and low speed, while the small displacement mode is suitable for agricultural machinery to operate under low load and high speed.

[0045] The right anti-slip and anti-suction air diversion composite unit 66 includes a forced diversion valve 2 67, a right anti-slip control valve 1 68, and a right anti-slip control valve 2 69; the oil inlets of the forced diversion valve 2 67, the right anti-slip control valve 1 68, and the right anti-slip control valve 2 69 are interconnected; the first oil outlet of the forced diversion valve 2 67 is connected to the oil outlet of the right anti-slip control valve 1 68 and then connected to port A of the right front travel motor 72; the second oil outlet of the forced diversion valve 2 67 is connected to the oil outlet of the right anti-slip control valve 2 69 and then connected to port A of the right rear travel motor 73; the travel closed pump 2 63 is coaxially connected to the engine 2 62, its main pressure port A is connected to port B of the right front travel motor 72 and port B of the right rear travel motor 73 respectively, and its main pressure port B is connected to the oil inlet of the forced diversion valve 2 67; As a preferred option, the walking closed pump 263 is an electrically controlled bidirectional variable pump, which has a built-in pump displacement adjustment mechanism 299, pump displacement control valve 2100, safety valve 3103, safety valve 4104, and oil replenishment control valve 210. By giving an electrical signal, the pump displacement can be adjusted through the built-in pump displacement adjustment mechanism 299 and pump displacement control valve 2100, thereby adjusting the walking operation speed of the whole machine. Among them, safety valve 3103 and safety valve 4104 are used to set the maximum working pressure of the right hydraulic drive unit. The right flow braking adjustment unit includes a right front flow regulating valve 74, a right rear flow regulating valve 75, a right displacement control valve 78, and a right brake control valve 79. The oil outlet of the right front flow regulating valve 74 is connected to the variable displacement control port of the right front travel motor 72, and its first and second oil inlets are connected to ports A and B of the right front travel motor 72, respectively. The oil outlet of the right rear flow regulating valve 75 is connected to the variable displacement control port of the right rear travel motor 73, and its first and second oil inlets are connected to port A of the right rear travel motor 73, respectively. The oil outlet of the right displacement control valve 78 is connected to the hydraulic control port of the right front flow regulating valve 74 and the hydraulic control port of the right rear flow regulating valve 75, respectively; the oil outlet of the right brake control valve 79 is connected to the oil inlet of the right front brake 76 and the oil inlet of the right rear brake 77, respectively; the oil suction port of the multi-functional pump 2 64 is connected to the hydraulic oil tank 29 through the filter 4 65, and its oil discharge port is connected to the oil replenishment port G of the travel closed pump 2 63, the oil inlet of the right displacement control valve 78 and the oil inlet of the right brake control valve 79, respectively;

[0046] The right-side travel drive circuit is a closed-loop hydraulic circuit, meaning that the hydraulic pump's suction and discharge ports are directly connected to the actuator's inlet and outlet ports. The hydraulic fluid circulates in a closed loop between the pump and the actuator, bypassing the hydraulic oil tank 29. The right-side travel drive circuit primarily provides power to the robot's right-side travel mechanism and also performs functions such as system oil replenishment, flushing and cooling, motor displacement switching, and anti-slip control.

[0047] The right-side travel drive circuit has anti-vacuum and anti-slip functions. When the right front speed sensor 107 or the right rear speed sensor 108 detects that the speed of the right front travel motor 72 or the right rear travel motor 73 is significantly higher than the other, it is determined to be a slippery high-speed state. At this time, the controller controls the right anti-slip control valve 1 68 and the right anti-slip control valve 2 69 to be cut off, and the oil must be divided equally into two by the forced diversion valve 2 67 before being sent to the two travel motors respectively. In the non-slippery high-speed state, the right anti-slip control valve 1 68 and the right anti-slip control valve 2 69 are in the normal open state, and the oil does not pass through the forced diversion valve 2 67.

[0048] The right-side travel drive circuit has an anti-vacuum function. If the travel motor is in a "underload" state during downhill, that is, the motor is being driven by an external force, the right front and right rear travel motors can be effectively prevented from sucking air by setting the right anti-vacuum valve 1 70 and the right anti-vacuum valve 2 71.

[0049] Meanwhile, the right-side travel drive circuit has a flushing and cooling function. To prevent the oil temperature of the closed system from getting too high, about 10%-15% of the oil in the system flows back to the hydraulic oil tank 29 through the cooling shuttle valve 212 and the cooling oil circuit overflow valve 213.

[0050] Multifunctional pump 264 has three main functions. First, it replenishes oil to the low-pressure side of the closed-loop system. Multifunctional pump 264 replenishes hydraulic oil to the low-pressure side of the travel closed-loop pump 263 through oil replenishment control valve 2110 to prevent the oil level in the closed-loop system from decreasing. Second, the output oil of multifunctional pump 264 changes the displacement of the travel motor through the action of right displacement control valve 78, right front displacement regulating valve 74, or right rear displacement regulating valve 75. Third, the output oil of multifunctional pump 264 achieves parking braking through right brake control valve 79, right front brake 76, or right rear brake 71.

[0051] The right-side load-sensitive circuit includes a right front steering motor 93, a right rear steering motor 94, a right front steering control valve 89, a right rear steering control valve 90, a PTO motor 83, a right wheel track adjustment hydraulic cylinder 88, a three-point suspension adjustment unit, a right wheel track adjustment control valve 86, a right output control valve 1 84, a right output control valve 2 85, and a right load-sensitive pump 80. The working ports A and B of the right front steering control valve 89 are respectively connected to ports A and B of the right front steering motor 93. The working ports A and B of the right rear steering control valve 90 are respectively connected to ports A and B of the right rear steering motor 90. The working ports A and B of the right wheel track adjustment control valve 86 are respectively connected to the rod-side and rodless-side chambers of the right wheel track adjustment hydraulic cylinder 88. The three-point suspension adjustment unit includes a lifting hydraulic cylinder 95 and a three-point suspension control valve 86. The working ports A and B of the three-point suspension control valve 5 are connected to the rod chamber and rodless chamber of the lifting hydraulic cylinder 95, respectively; the working ports A and B of the right output control valve 84 are connected to the A port and B port of the PTO motor 83, respectively; the working port A of the right output control valve 85 is connected to the inlet port P of the right wheel track adjustment control valve 86, and its working port B is connected to the inlet port P of the three-point suspension control valve 5; the return port T of the right wheel track adjustment control valve 86 and the return port T of the three-point suspension control valve 5 are connected to the hydraulic oil tank 29 in sequence through the power cooler 92 and the return oil filter 91; the discharge port of the right load sensitive pump 80 is connected to the inlet port P of the right output control valve 84, the right output control valve 85, the right front steering control valve 89, and the right rear steering control valve 90 through the filter valve 82.

[0052] Load-sensitive pump 280 is the power element of the right-side load-sensitive circuit. It has the function of adaptively adjusting its displacement according to the system's required flow rate, and the load-sensitive system has no overflow or heat generation. Since the right output control valve 185 needs to supply hydraulic oil to the PTO motor 83, the displacement of the right-side load-sensitive pump 280 must be greater than that of the load-sensitive pump 45.

[0053] The right front steering control valve 89 (post-valve compensation type), right rear steering control valve 90 (post-valve compensation type), right output control valve one 84 (post-valve compensation type), and right output control valve two 85 (post-valve compensation type) are all post-valve compensation type flow / direction control valves, used to achieve precise and controllable flow of the actuator.

[0054] The right front steering motor 89 and the right rear steering motor 90 control the rotation of their respective wheels. They are connected to a hydraulic rotary drive, enabling steering control of the wheels within a range of ±90°.

[0055] Right output control valve 84 provides electro-hydraulic power output to PTO motor 83. When right output control valve 84 is in the left or right position, PTO motor rotates forward or reverse. When right output control valve 85 is in the left position, hydraulic oil flows to the inlet P of right wheel track adjustment control valve 86. When right wheel track adjustment control valve 86 is in the neutral position, right wheel track adjustment hydraulic cylinder 88 is locked by right wheel track adjustment lock valve 87. Right wheel track adjustment hydraulic cylinder 88 actuates when right wheel track adjustment control valve 86 is in the left or right position. When right output control valve 85 is in the right position, hydraulic oil is supplied to the inlet P of three-point suspension control valve 5 in three-point suspension adjustment unit. When three-point suspension control valve 5 is in the neutral position, lifting hydraulic cylinder 95 is locked by lifting lock valve 96. Lifting hydraulic cylinder 95 performs lifting and lowering actions when three-point suspension control valve 5 is in the left or right position.

[0056] To facilitate intelligent control of the entire machine's operation process, an intelligent control unit is also included. The intelligent control unit includes a left front speed sensor 105, a left rear speed sensor 106, a right front speed sensor 107, a right rear speed sensor 108, and a controller. The left front speed sensor 105 and the left rear speed sensor 106 are respectively connected to the left front travel motor 37 and the left rear travel motor 38, and are used to collect the speed signals of the left front travel motor 37 and the left rear travel motor 38, respectively. The right front speed sensor 107 and the right rear speed sensor 108 are respectively connected to the right front travel motor 72 and the right rear travel motor 73, and are used to collect the speed signals of the right front travel motor 72 and the right rear travel motor 73. The controller is connected to the left front speed sensor 105, left rear speed sensor 106, right front speed sensor 107, right rear speed sensor 108, left anti-skid control valve 1 33, left anti-skid control valve 2 34, right anti-skid control valve 1 68, right anti-skid control valve 2 69, engine 1 26, travel closed pump 1 27, engine 2 62, and travel closed pump 2 63.

[0057] In this technical solution, the left front and left rear speed sensors facilitate real-time detection of the speeds of the left front and left rear travel motors. When one speed is significantly higher than the other, it is determined to be a slippery, high-speed state. In this case, the controller can shut off the left anti-slip control valves one and two, forcing the oil to be divided equally into two by the forced diversion valve one before being delivered to the two travel motors, thus achieving synchronous rotation of the left front and left rear motors. Similarly, the right front and right rear speed sensors facilitate real-time detection of the right front and right rear travel motors. When one speed is significantly higher than the other, it is determined to be a slippery, high-speed state. In this case, the controller can shut off the right anti-slip control valves one and two, forcing the oil to be divided equally into two by the forced diversion valve two before being delivered to the two travel motors, thus achieving synchronous rotation of the right front and right rear motors. Simultaneously, connecting the controller to each solenoid directional valve and power component allows for convenient control of their operation.

[0058] As a preferred embodiment, the left anti-slip and anti-vacuum diversion composite unit 31 further includes a left anti-vacuum valve 35, a left anti-vacuum valve 36, a cooling shuttle valve 60, and a cooling oil circuit overflow valve 61; the two working ports of the left anti-vacuum valve 35 are respectively connected to ports A and B of the left front travel motor 37; the two working ports of the left anti-vacuum valve 36 are respectively connected to ports A and B of the left rear travel motor 38; the oil replenishment ports of the left anti-vacuum valve 35 and the left anti-vacuum valve 36 are both connected to the oil discharge port of the multi-functional pump 28; the first inlet and the second inlet of the cooling shuttle valve 60 are respectively connected to the main pressure port A and the main pressure port B of the travel closed pump 27; the oil inlet of the cooling oil circuit overflow valve 61 is connected to the oil outlet of the cooling shuttle valve 60, and its oil outlet is connected to the hydraulic oil tank 29.

[0059] In this technical solution, the left anti-vacuum valves one and two effectively prevent cavitation in the left front and left rear travel motors. The cooling shuttle valve one and cooling oil circuit overflow valve one allow a portion of the system's oil to flow back to the hydraulic tank, thus providing a flushing and cooling function to the left travel drive circuit. This effectively prevents the closed-loop system from overheating and reducing work efficiency.

[0060] As a preferred embodiment, the left-side load-sensitive circuit further includes a left wheel track adjustment lock-up valve 53 and a left output control valve 50. The left wheel track adjustment lock-up valve 53 is connected in series between the left wheel track adjustment hydraulic cylinder 54 and the left wheel track adjustment control valve 52. The oil inlet P of the left output control valve 50 is connected to the oil outlet of the left load-sensitive pump 45, and its working oil ports A and B are respectively connected to hydraulic oil quick interfaces A and B.

[0061] In this technical solution, the left wheel track adjustment locking valve allows for locking the left wheel track adjustment hydraulic cylinder in its neutral position, improving the stability and reliability of wheel track adjustment. The left output control valve and the quick-connect hydraulic oil interfaces A and B facilitate connection to externally hydraulically driven agricultural machinery, enhancing the versatility of the hydraulic system.

[0062] As a preferred embodiment, the right anti-slip and anti-vacuum diversion composite unit 66 further includes a right anti-vacuum valve 1 70, a right anti-vacuum valve 2 71, a cooling shuttle valve 2 12, and a cooling oil circuit overflow valve 2 13; the two working oil ports of the right anti-vacuum valve 1 70 are respectively connected to ports A and B of the right front travel motor 72; the two working oil ports of the right anti-vacuum valve 2 71 are respectively connected to ports A and B of the right rear travel motor 73; the oil replenishment ports of the right anti-vacuum valve 1 70 and the right anti-vacuum valve 2 71 are both connected to the oil discharge port of the multi-functional pump 2 64; the first inlet and the second inlet of the cooling shuttle valve 2 12 are respectively connected to the main pressure port A and the main pressure port B of the travel closed pump 2 63; the oil inlet of the cooling oil circuit overflow valve 2 13 is connected to the oil outlet of the cooling shuttle valve 2 12, and its oil outlet is connected to the hydraulic oil tank 29.

[0063] In this technical solution, the right anti-vacuum valves one and two effectively prevent cavitation in the right front and right rear travel motors. The cooling shuttle valve two and the cooling oil circuit overflow valve two allow a portion of the system's oil to flow back to the hydraulic tank, thus providing a flushing and cooling function to the right-side travel drive circuit. This effectively prevents the closed-loop system from overheating and reducing work efficiency.

[0064] As a preferred embodiment, the right-side load-sensitive circuit further includes a right wheel track adjustment lock-up valve 87, which is connected in series between the right wheel track adjustment hydraulic cylinder 88 and the right wheel track adjustment control valve 86.

[0065] In this technical solution, by setting the right wheel track adjustment locking valve, the state of the right wheel track adjustment hydraulic cylinder can be locked and fixed when the right wheel track adjustment control valve is working in the neutral position, thereby improving the stability and reliability of wheel track adjustment.

[0066] As a preferred embodiment, the three-point suspension adjustment unit further includes a lifting lock valve 96 and a three-point suspension relief valve 7. The lifting lock valve 96 is connected in series between the lifting hydraulic cylinder 95 and the three-point suspension control valve 5. The oil inlet of the three-point suspension relief valve 7 is connected to the oil inlet P of the three-point suspension control valve 5, and its oil outlet is connected to the hydraulic oil tank 29.

[0067] In this technical solution, by setting up a lifting locking valve, the lifting hydraulic cylinder can be locked in place when the three-point suspension control valve is in the neutral position, thereby improving the stability and reliability of the three-point suspension unit.

[0068] As a preferred option, filters 1 (30), 2 (46), 3 (58), and 47 (47) are all equipped with indicator functions to remind users to replace them when their lifespan is up.

[0069] As a preferred option, filters 4 (65), 5 (81), 2 (91), and 6 (82) all have indicator functions to remind users to replace them when their lifespan is up.

[0070] like Figure 7 and Figure 8 As shown, the present invention also provides a novel configuration agricultural robot, including a multifunctional intelligent chassis, a frame assembly, a walking and steering assembly, and a three-point suspension mechanism 15; The frame assembly includes a transverse main frame 1, a left side frame 2, a right side frame 3, and a wheelbase adjustment mechanism; the left side frame 2 and the right side frame 3 are symmetrically distributed on the left and right sides of the transverse main frame 1; the wheelbase adjustment mechanism includes a left telescopic adjustment component and a right telescopic adjustment component, the two ends of the left telescopic adjustment component are respectively connected to the left side frame 2 and the transverse main frame 1, and it includes a left telescopic shaft 4 and a left wheelbase adjustment hydraulic cylinder 54; the right telescopic adjustment component is respectively connected to the right side frame 3 and the transverse main frame 1, and it includes a right telescopic shaft 6 and a right wheelbase adjustment hydraulic cylinder 88; In a preferred embodiment of the present invention, there are two left telescopic shafts 4, which are distributed on the front and rear sides of the left wheel track adjusting hydraulic cylinder 54, and two right telescopic shafts 6, which are distributed on the front and rear sides of the right wheel track adjusting hydraulic cylinder 88.

[0071] The four travel and steering assemblies are grouped in pairs. Two of the travel and steering assemblies are installed at the front and rear ends of the left side frame 2, respectively serving as the left front travel and steering assembly 8 and the left rear travel and steering assembly 9. The left front travel and steering assembly 8 includes a left front travel motor 37, a left front steering motor 48, and a left front travel wheel. The left front travel wheel is connected to the left front travel motor 37 through a left front travel transmission mechanism, and simultaneously connected to the left front steering motor 48 through a left front steering transmission mechanism. The left rear travel and steering assembly 9 includes a left rear travel motor 38, a left rear steering motor 49, and a left rear travel wheel. The left rear travel wheel is connected to the left rear travel motor 38 through a left rear travel transmission mechanism, and simultaneously connected to the left rear steering motor 49 through a left rear steering transmission mechanism. 49 is connected; the other two travel and steering assemblies are respectively installed at the front and rear ends of the right side frame, serving as the right front travel and steering assembly 10 and the right rear travel and steering assembly 11. The right front travel and steering assembly 10 includes a right front travel motor 72, a right front steering motor 89, and a right front travel wheel. The right front travel wheel is connected to the right front travel motor 72 through a right front travel transmission mechanism, and is also connected to the right front steering motor 89 through a right front steering transmission mechanism. The right rear travel and steering assembly 11 includes a right rear travel motor 73, a right rear steering motor 90, and a right rear travel wheel. The right rear travel wheel is connected to the right rear travel motor 73 through a right rear travel transmission mechanism, and is also connected to the right rear steering motor 90 through a right rear steering transmission mechanism. The three-point suspension mechanism 15 is installed on the transverse main frame 1 and is located in the middle section of the overall length direction; the three-point suspension mechanism 15 includes lifting hydraulic cylinders 95, and the two lifting hydraulic cylinders 95 are symmetrically distributed on the left and right.

[0072] As a preferred embodiment, the rack assembly further includes a left chassis 16 and a right chassis 17, which are respectively fixedly mounted on the left side frame 2 and the right side frame 3. The left chassis 16 has a front heat dissipation window 18, an outer heat dissipation window 19, and a liquid filling window 20 on its front, outer, and top sides, respectively. The right chassis 17 has a front heat dissipation window 21, an outer heat dissipation window 22, and a liquid filling window 23 on its front, outer, and top sides, respectively. The engine 26, the travel closed pump 27, the multi-functional pump 28, and the left load-sensitive pump 45 are all installed in the left chassis 16. The engine 62, the travel closed pump 63, the multi-functional pump 64, and the right load-sensitive pump 80 are all installed in the right chassis 17.

[0073] As a preferred embodiment, the total weight of the left chassis 16 and its internal components is the same as the total weight of the side chassis 17 and its internal components, ensuring that the weight on both sides of the robot chassis is basically the same, keeping the robot's center of gravity in the center position to avoid tipping over.

[0074] In this technical solution, the arrangement of the left and right side boxes facilitates the rational distribution of hydraulic components and pipelines. The rational distribution of weight ensures effective balance of weight on both sides, further ensuring the stability of the whole machine and thus effectively preventing tipping.

[0075] As a preferred embodiment, the system also includes a left passive crash barrier 24 and a right passive crash barrier 25. The left passive crash barrier 24 is installed around the left side frame 2, and the right passive crash barrier 25 is installed around the right side frame 3. Preferably, the left passive crash barrier 24 includes a left transverse railing located in front of the left side frame 2 and a left longitudinal railing located to the left of the left side frame 2. The right passive crash barrier 25 includes a right transverse railing located in front of the right side frame 3 and a left longitudinal railing located to the right of the right side frame 3. When the wheelbase is small, the left and right transverse railings overlap to some extent; when the wheelbase is large, the inner ends of the left and right transverse railings complete a closed loop.

[0076] In this technical solution, the robot body can be reliably protected by setting up a passive anti-collision fence.

[0077] In this invention, the left and right side frames are symmetrically distributed on the left and right sides of the transverse main frame and connected to the transverse main frame via left and right wheel track adjustment mechanisms. This allows the left and right side frames to have adjustable distance relative to the transverse main frame, enabling adaptive wheel track adjustments based on site conditions and flexibly adapting to complex working conditions. The telescopic shaft in the wheel track adjustment mechanism ensures that the wheel track only changes in the width direction during adjustment. The wheel track adjustment hydraulic cylinder provides driving force for the adjustment process and also assists the telescopic shaft in ensuring the stability of the frame assembly. Both the front and rear ends of the two side frames are equipped with travel and steering assemblies with walking and steering functions. Based on distributed four-wheel drive and four-wheel steering technology, multiple steering modes can be achieved through independent control of each individual travel and steering assembly. This not only provides reliable driving force for the machine's movement but also significantly reduces the turning radius, effectively improving the machine's steering flexibility and enhancing its adaptability and flexibility in complex working conditions. Because the robot uses an unmanned agricultural machinery system, it also possesses anti-slip and obstacle-avoidance capabilities, enabling it to better adapt to complex working conditions. Installing the three-point suspension mechanism in the middle section of the machine's length prevents the center of gravity from shifting backward and stability from decreasing during uphill climbing, thus avoiding tipping over and effectively ensuring safety during operation.

[0078] This robot is highly intelligent, has good stability during operation, strong climbing and obstacle-avoidance capabilities, flexible steering, adjustable wheel track, excellent anti-tipping ability, and high work efficiency, and can effectively adapt to complex working conditions.

[0079] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. An unmanned agricultural machinery system, characterized in that, It includes a left hydraulic drive unit and a right hydraulic drive unit; the left hydraulic drive unit includes a left walking drive circuit and a left load-sensitive circuit. The left-side travel drive circuit includes: a left front travel motor integrating a left front brake, and a left rear travel motor integrating a left rear brake; a left anti-slip and anti-suction air-diverting composite unit includes a forced diversion valve one, a left anti-slip control valve one, and a left anti-slip control valve two; the oil inlets of the forced diversion valve one, the left anti-slip control valve one, and the left anti-slip control valve two are interconnected; the first oil outlet of the forced diversion valve one is connected to the oil outlet of the left anti-slip control valve one and then connected to port A of the left front travel motor, and the second oil outlet of the forced diversion valve one is connected to the oil outlet of the left anti-slip control valve two and then connected to port A of the left rear travel motor; a travel closed-loop pump one is coaxially connected to the engine, its main pressure port A is connected to the oil inlet of the forced diversion valve one, and its main pressure port B is connected to port B of the left front travel motor and port B of the left rear travel motor respectively; the left flow braking adjustment unit includes a left front flow adjustment... The system includes a throttle valve, a left rear flow regulating valve, a left displacement control valve, and a left brake control valve; the outlet of the left front flow regulating valve is connected to the variable control port of the left front travel motor, and its first and second inlets are connected to ports A and B of the left front travel motor, respectively; the outlet of the left rear flow regulating valve is connected to the variable control port of the left rear travel motor, and its first and second inlets are connected to ports A and B of the left rear travel motor, respectively; the outlet of the left displacement control valve is connected to the hydraulic control port of the left front flow regulating valve and the hydraulic control port of the left rear flow regulating valve; the outlet of the left brake control valve is connected to the inlet of the left front brake and the inlet of the left rear brake, respectively; the suction port of the multi-functional pump one is connected to the hydraulic oil tank, and its discharge port is connected to the replenishment port G of the travel closed pump one, the inlet of the left displacement control valve, and the inlet of the left brake control valve, respectively. The left-side load-sensitive circuit includes: the working ports A and B of the left front steering control valve are respectively connected to the A and B ports of the left front steering motor; the working ports A and B of the left rear steering control valve are respectively connected to the A and B ports of the left rear steering motor; the working ports A and B of the left wheel track adjustment control valve are respectively connected to the rod chamber and rodless chamber of the left wheel track adjustment hydraulic cylinder; the working port A of the left output control valve is connected to the inlet P of the left wheel track adjustment control valve, and its working port B is connected to the A port of the external one-way motor; the return port T of the left wheel track adjustment control valve and the B port of the external one-way motor are connected to the hydraulic oil tank; the discharge port of the left load-sensitive pump is connected to the inlet P of the left front steering control valve, the left rear steering control valve, and the left output control valve. The right-side hydraulic drive unit includes a right-side travel drive circuit and a right-side load-sensitive circuit; The right-side travel drive circuit includes: a right front travel motor integrating a right front brake, and a right rear travel motor integrating a right rear brake; a right anti-slip and anti-suction air-diverting composite unit including a forced flow diversion valve II, a right anti-slip control valve I, and a right anti-slip control valve II; the oil inlets of the forced flow diversion valve II, the right anti-slip control valve I, and the right anti-slip control valve II are interconnected; the first oil outlet of the forced flow diversion valve II is connected to the oil outlet of the right anti-slip control valve I and then connected to port A of the right front travel motor, and the second oil outlet of the forced flow diversion valve II is connected to the oil outlet of the right anti-slip control valve II and then connected to port A of the right rear travel motor; a travel closed-loop pump II is coaxially connected to engine II, and its main pressure port A is connected to port B of the right front travel motor and port B of the right rear travel motor respectively, and its main pressure port B is connected to the oil inlet of the forced flow diversion valve II; the right flow braking adjustment unit includes a right front flow adjustment... The system includes a throttle valve, a right rear flow regulating valve, a right displacement control valve, and a right brake control valve; the outlet of the right front flow regulating valve is connected to the variable control port of the right front travel motor, and its first and second inlets are connected to ports A and B of the right front travel motor, respectively; the outlet of the right rear flow regulating valve is connected to the variable control port of the right rear travel motor, and its first and second inlets are connected to ports A and B of the right rear travel motor, respectively; the outlet of the right displacement control valve is connected to the hydraulic control port of the right front flow regulating valve and the hydraulic control port of the right rear flow regulating valve; the outlet of the right brake control valve is connected to the inlet of the right front brake and the inlet of the right rear brake, respectively; the suction port of the multi-functional pump two is connected to the hydraulic oil tank, and its discharge port is connected to the replenishment port G of the travel closed pump two, the inlet of the right displacement control valve, and the inlet of the right brake control valve, respectively. The right-side load-sensitive circuit includes: the working ports A and B of the right front steering control valve are respectively connected to the A and B ports of the right front steering motor; the working ports A and B of the right rear steering control valve are respectively connected to the A and B ports of the right rear steering motor; the working ports A and B of the right wheel track adjustment control valve are respectively connected to the rod chamber and rodless chamber of the right wheel track adjustment hydraulic cylinder; the three-point suspension adjustment unit includes a lifting hydraulic cylinder and a three-point suspension control valve, and the working ports A and B of the three-point suspension control valve are respectively connected to the rod chamber and rodless chamber of the lifting hydraulic cylinder. The working ports A and B of the right output control valve one are connected to the A and B ports of the PTO motor, respectively; the working port A of the right output control valve two is connected to the inlet P of the right wheel track adjustment control valve, and its working port B is connected to the inlet P of the three-point suspension control valve; the return port T of the right wheel track adjustment control valve and the return port T of the three-point suspension control valve are connected to the hydraulic oil tank; the discharge port of the right load sensitive pump is connected to the inlet P of the right output control valve one, the right output control valve two, the right front steering control valve, and the right rear steering control valve, respectively.

2. The unmanned agricultural machinery system according to claim 1, characterized in that, It also includes an intelligent control unit, which includes a left front speed sensor, a left rear speed sensor, a right front speed sensor, a right rear speed sensor, and a controller; The left front speed sensor and the left rear speed sensor are respectively connected to the left front travel motor and the left rear travel motor, and are used to collect the speed signals of the left front travel motor and the left rear travel motor respectively. The right front speed sensor and the right rear speed sensor are respectively connected to the right front travel motor and the right rear travel motor, and are used to collect the speed signals of the right front travel motor and the right rear travel motor, respectively. The controller is connected to the left front speed sensor, left rear speed sensor, right front speed sensor, right rear speed sensor, left anti-skid control valve one, left anti-skid control valve two, right anti-skid control valve one, right anti-skid control valve two, engine one, travel closed pump one, engine two, and travel closed pump two.

3. The unmanned agricultural machinery system according to claim 1, characterized in that, The left anti-slip and anti-vacuum diversion composite unit also includes a left anti-vacuum valve one, a left anti-vacuum valve two, a cooling shuttle valve one, and a cooling oil circuit overflow valve one; the two working oil ports of the left anti-vacuum valve one are respectively connected to port A and port B of the left front travel motor; the two working oil ports of the left anti-vacuum valve two are respectively connected to port A and port B of the left rear travel motor; the oil replenishment ports of the left anti-vacuum valve one and the left anti-vacuum valve two are both connected to the oil discharge port of the multi-functional pump one; the first inlet and the second inlet of the cooling shuttle valve one are respectively connected to the main pressure port A and the main pressure port B of the travel closed pump one; the oil inlet of the cooling oil circuit overflow valve one is connected to the oil outlet of the cooling shuttle valve one, and its oil outlet is connected to the hydraulic oil tank.

4. The unmanned agricultural machinery system according to claim 1, characterized in that, The left-side load-sensitive circuit also includes a left wheel track adjustment lock-up valve and a left output control valve II. The left wheel track adjustment lock-up valve is connected in series between the left wheel track adjustment hydraulic cylinder and the left wheel track adjustment control valve. The oil inlet P of the left output control valve II is connected to the oil outlet of the left load-sensitive pump, and its working oil ports A and B are respectively connected to hydraulic oil quick interfaces A and B.

5. The unmanned agricultural machinery system according to claim 1, characterized in that, The right anti-slip and anti-vacuum diversion composite unit also includes a right anti-vacuum valve one, a right anti-vacuum valve two, a cooling shuttle valve two, and a cooling oil circuit overflow valve two; the two working oil ports of the right anti-vacuum valve one are respectively connected to port A and port B of the right front travel motor; the two working oil ports of the right anti-vacuum valve two are respectively connected to port A and port B of the right rear travel motor; the oil replenishment port of the right anti-vacuum valve one and the oil replenishment port of the right anti-vacuum valve two are both connected to the oil discharge port of the multi-functional pump two; the first inlet and the second inlet of the cooling shuttle valve two are respectively connected to the main pressure port A and the main pressure port B of the travel closed pump two; the oil inlet of the cooling oil circuit overflow valve two is connected to the oil outlet of the cooling shuttle valve two, and its oil outlet is connected to the hydraulic oil tank.

6. The unmanned agricultural machinery system according to claim 1, characterized in that, The right-side load-sensitive circuit also includes a right wheel track adjustment lock-up valve, which is connected in series between the right wheel track adjustment hydraulic cylinder and the right wheel track adjustment control valve.

7. The unmanned agricultural machinery system according to claim 1, characterized in that, The three-point suspension adjustment unit also includes a lifting lock valve and a three-point suspension relief valve. The lifting lock valve is connected in series between the lifting hydraulic cylinder and the three-point suspension control valve. The oil inlet of the three-point suspension relief valve is connected to the oil inlet P of the three-point suspension control valve, and its oil outlet is connected to the hydraulic oil tank.

8. A novel configuration agricultural robot, comprising an unmanned agricultural machinery system as described in claims 1 to 7, characterized in that, It also includes the rack assembly, the travel and steering assembly, and the three-point suspension mechanism; The frame assembly includes a transverse main frame, a left side frame, a right side frame, and a wheelbase adjustment mechanism. The left and right side frames are symmetrically distributed on the left and right sides of the transverse main frame. The wheelbase adjustment mechanism includes a left telescopic adjustment component and a right telescopic adjustment component. The two ends of the left telescopic adjustment component are respectively connected to the left side frame and the transverse main frame, and it includes a left telescopic shaft and a left wheelbase adjustment hydraulic cylinder. The right telescopic adjustment component is respectively connected to the right side frame and the transverse main frame, and it includes a right telescopic shaft and a right wheelbase adjustment hydraulic cylinder. The four travel and steering assemblies are arranged in pairs. Two of these assemblies are installed at the front and rear ends of the left side frame, respectively serving as the left front travel and steering assembly and the left rear travel and steering assembly. The left front travel and steering assembly includes a left front travel motor, a left front steering motor, and a left front travel wheel. The left front travel wheel is connected to the left front travel motor via a left front travel transmission mechanism, and also to the left front steering motor via a left front steering transmission mechanism. The left rear travel and steering assembly includes a left rear travel motor, a left rear steering motor, and a left rear travel wheel. The left rear travel wheel is connected to the left rear travel motor via a left rear travel transmission mechanism, and also to the left rear travel and steering assembly via a left rear steering transmission mechanism. The steering motor is connected; the other two travel steering assemblies are respectively installed at the front and rear ends of the right side frame, serving as the right front travel steering assembly and the right rear travel steering assembly. The right front travel steering assembly includes a right front travel motor, a right front steering motor, and a right front travel wheel. The right front travel wheel is connected to the right front travel motor through a right front travel transmission mechanism, and is also connected to the right front steering motor through a right front steering transmission mechanism. The right rear travel steering assembly includes a right rear travel motor, a right rear steering motor, and a right rear travel wheel. The right rear travel wheel is connected to the right rear travel motor through a right rear travel transmission mechanism, and is also connected to the right rear steering motor through a right rear steering transmission mechanism. The three-point suspension mechanism is installed on the transverse main frame and located in the middle section of the overall length of the machine; the three-point suspension mechanism includes lifting hydraulic cylinders, with two lifting hydraulic cylinders symmetrically distributed on the left and right.

9. A novel agricultural robot according to claim 7, characterized in that, The rack assembly also includes a left chassis and a right chassis, which are fixedly mounted on the left side frame and the right side frame, respectively. The left chassis has a front heat dissipation window 1, an outer heat dissipation window 1 and a liquid filling window 1 on its front, outer and top sides, respectively. The right chassis has a front heat dissipation window 2, an outer heat dissipation window 2 and a liquid filling window 1 on its front, outer and top sides, respectively.

10. A novel agricultural robot according to claim 7, characterized in that, It also includes a left passive crash barrier and a right passive crash barrier, wherein the left passive crash barrier is installed on the outer perimeter of the left side frame and the right passive crash barrier is installed on the outer perimeter of the right side frame.

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