A mobile device

Abstract

The application relates to the technical field of slip detection, and discloses a mobile device which comprises a chassis, an axle connected to the chassis, and a wheel rotationally connected to the axle, and further comprises a slip detection mechanism, the slip detection mechanism comprising a detection element and a detector, the detector being arranged on the axle, the detection element being arranged on the wheel, and the detector and the detection element being arranged close to each other. The slip detection mechanism of the application comprises the detection element and the detector, the detector is installed on the axle, the detection element is arranged on the wheel, and the detector and the detection element are arranged close to each other so that the detector can detect the detection element. The axle and the wheel are connected to each other in this way, the axle and the wheel generally move integrally when the vehicle shakes up and down unstably, and the detection result is more accurate under the shaking state of the vehicle.

Description

Technical Field

[0001] This application relates to the field of slip detection technology, and in particular to a mobile device. Background Technology

[0002] Autonomous motion control of self-propelled devices relies on accurate perception of their own speed and position. Drive wheel slippage is a core issue causing motion errors, leading to problems such as lawnmowers and cleaning robots deviating from their cleaning paths and inaccurate AGV positioning. Current technologies primarily rely on drive wheel encoders for speed detection, but when slipping, the encoder only reflects the drive wheel's idle state and cannot indicate the actual distance traveled. Some solutions use gyroscopes and vision sensors for auxiliary detection, but gyroscope drift and visual occlusion make them susceptible to environmental interference, and the complex algorithms requiring multi-sensor fusion calibration result in high costs.

[0003] Currently, low-cost slippage detection technologies generally employ photoelectric or magnetic detection, with the detection element located on the driven or driven wheel, and the detector placed on the frame or body of the equipment. However, this design has some problems: if the equipment experiences bumps or vibrations during operation, the frame is more prone to floating and cannot synchronize with the wheel axle. This makes it impossible for the detector located on the frame to accurately receive information from the detection element located on the driven or driven wheel, resulting in inaccurate detection results. Utility Model Content

[0004] In order to overcome the shortcomings of inaccurate slip detection in existing mobile devices, this application provides a mobile device with advantages such as simple structure, low cost and accurate slip detection.

[0005] To achieve the above objectives, this application adopts the following technical solution: A mobile device includes a chassis, an axle connected to the chassis, and a wheel rotatably connected to the axle. It also includes a slip detection mechanism, which includes a detection element and a detector. The detector is disposed on the axle, and the detection element is disposed on the wheel. The detector and the detection element are disposed close to each other.

[0006] Using the above technical solution, the slippage detection mechanism includes a detection element and a detector. The detector is installed on the wheel axle, and the detection element is set on the wheel. The detector and the detection element are close to each other so that the detector can detect the detection element. With this arrangement, the wheel axle and the wheel are connected to each other. When the vehicle is unstable and shakes up and down, the wheel axle and the wheel usually move as a whole, ensuring that the detection results are more accurate when the vehicle is shaking.

[0007] Alternatively, the detection element is mounted on the side of the wheel.

[0008] By adopting the above technical solution, installing the detection element on the side of the wheel can prevent the wheel from rolling and causing damage to the detection element. At the same time, when the detection element is a magnetic element, it can prevent the magnetic force from attracting debris to the surface of the wheel and causing the wheel to rotate in a blocked manner.

[0009] Optionally, the axle includes a first connecting part, a first bent part, a second connecting part, a second bent part, and a blocking part. The first bent part and the second bent part are placed horizontally. The first connecting part and the second connecting part are connected to the upper and lower sides of the first bent part. The second bent part is connected to the lower side of the second connecting part. The wheel is rotatably connected to the second bent part. The blocking part is connected to the end of the second bent part away from the second connecting part. The detector is installed on the side of the second connecting part close to the wheel.

[0010] Using the above technical solution, the wheel is connected to the second bend, and the second bend is connected to the bottom end of the second connecting part. That is, the second connecting part is set up side by side with the upper part of the wheel. At this time, the detection element is set on the side of the wheel. In order to ensure the accuracy of the detection, the detector is set on the second connecting part. This can ensure the correspondence between the positions of the detection element and the detector, making their positions closer and the detection results more accurate.

[0011] Optionally, the detection element is embedded inside the wheel and is positioned towards the tire tread. The axle includes a first connecting part, a first bent part, a second connecting part, a second bent part, and a blocking part. The first bent part and the second bent part are placed horizontally. The first connecting part and the second connecting part are connected to the upper and lower sides of the first bent part. The first bent part is located at the top of the wheel. The second bent part is connected to the lower side of the second connecting part. The wheel is rotatably connected to the second bent part. The blocking part is connected to the end of the second bent part away from the second connecting part. The detector is installed on the side of the first bent part close to the wheel.

[0012] Using the above technical solution, the detection element can also be installed on the side of the tire tread facing the wheel. To prevent damage to the detection element, it can be embedded inside the wheel. Since the first bend is set parallel to the top of the wheel, when the detection element is installed on the tire tread, the detector and detection element installed on the first bend are in corresponding positions, and the detection results can be more accurate.

[0013] Optionally, the wheel includes a drive wheel and a driven wheel, the detection element is installed on the driven wheel, and the detector is installed on the axle connected to the driven wheel; the mobile device is also provided with a device main control center, which is communicatively connected to the drive wheel to control the rotational speed of the drive wheel.

[0014] Using the above technical solution, the main control center of the device outputs speed to the drive wheel to control its rotation. However, if slippage occurs in the actual process, the actual speed of the drive wheel and the speed output by the main control center may not be the same. Therefore, the speed of the driven wheel can be calculated based on the detection element and detector, and the actual speed of the drive wheel can be deduced based on the speed of the driven wheel. The actual speed of the drive wheel is then compared with the speed output by the main control center to determine whether the moving device is slipping.

[0015] Optionally, at least one detection element is mounted along the circumference of the driven wheel.

[0016] By adopting the above technical solution, one or more detection elements are set along the circumference of the driven wheel. There is only one detector. The more detection elements there are, the more signals the detector can collect, resulting in higher signal resolution and more accurate detection results.

[0017] Optionally, the detection element is a permanent magnet.

[0018] By adopting the above technical solution, the permanent magnet is less affected by factors during the detection process, which can ensure more accurate results and lower cost.

[0019] Optionally, the detector is a Hall element.

[0020] Using the above technical solution, there is also a gaussmeter as a detection element for detecting magnetism, but its cost is relatively high. In comparison, the Hall element is low in cost and can accurately detect the rotation of permanent magnets.

[0021] Optionally, a signal processing module is also provided, with its two ends connected to the detector and the device's main control center, respectively.

[0022] Using the above technical solution, the detector is equipped with at least one general-purpose I / O interface or ADC interface, and the signal processing module is equipped with at least one I / O interface. The two are connected for signal transmission. The general-purpose I / O interface or ADC interface of the detector is used to acquire the detector's signal, and the I / O interface of the signal processing module is used to receive the drive wheel speed signal. The signal processing module includes a core processor, which has speed calculation logic and slippage state determination functions. The signal processing module communicates with the device's main control center via UART serial port. Setting up a separate signal processing module allows for independent configuration of the slippage detection function, better separation from the main control center, less susceptibility to external influences, and faster processing speed.

[0023] Optionally, a signal conditioning circuit is also provided between the detector and the signal processing module. The signal conditioning circuit includes an RC low-pass filter and an adjustable gain amplifier.

[0024] Using the above technical solution, the cutoff frequency of the RC low-pass filter is 100Hz, which can filter out high-frequency noise. The adjustable gain amplifier amplifies the acquired signal by 5-100 times to adapt to different speed ranges. The signal conditioning circuit plays the role of noise filtering and signal amplification, making the acquired data more accurate and easier to process.

[0025] The beneficial effects of this application are: (1) simple structure and low manufacturing cost; (2) more accurate detection results; (3) convenient setting of the position of detector and detection element. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the slip detection mechanism of this utility model installed on the axle and wheel; Figure 2 This is another schematic diagram of the slip detection mechanism of this utility model installed on the axle and wheel; Figure 3 This is a schematic diagram of the mobile device. Figure 4 A schematic diagram of a moving device having a driven wheel; Figure 5 A schematic diagram of a moving device having two driven wheels; Figure 6 A schematic diagram of a structure with multiple sets of detection elements and detectors installed; Figure 7 A schematic diagram showing the structure of multiple detection elements mounted on a wheel; Figure 8 Another schematic diagram showing multiple detection elements mounted on a wheel; Figure 9 A flowchart for detecting slippage on mobile devices.

[0027] In the diagram: 10, axle; 11, first connecting part; 12, first bending part; 13, second connecting part; 14, second bending part; 15, blocking part; 20, wheel; 21, driven wheel; 22, drive wheel; 30, slippage detection mechanism; 31, detection element; 32, detector; 40, signal processing module; 50, communication module; 60, signal conditioning circuit; 70, device main control center. Detailed Implementation

[0028] The present application will now be further described with reference to the accompanying drawings and specific embodiments.

[0029] This utility model provides a mobile device, including a chassis, an axle 10 connected to the chassis, and a wheel 20 rotatably connected to the axle 10. It also includes a slip detection mechanism 30, which includes a detection element 31 and a detector 32. The detector 32 is disposed on the axle 10, and the detection element 31 is disposed on the wheel 20. The detector 32 and the detection element 31 are disposed close to each other.

[0030] In specific implementation, such as Figure 1 , Figure 2 As shown, the slippage detection mechanism 30 includes a detection element 31 and a detector 32. The detector 32 is mounted on the axle 10, and the detection element 31 is disposed on the wheel 20. The detector 32 and the detection element 31 are close to each other to facilitate the detector 32's detection of the detection element 31. This arrangement connects the axle 10 and the wheel 20. When the vehicle vibrates unstablely, the axle 10 and the wheel 20 usually move as a unit, ensuring more accurate detection results under vehicle vibration conditions. However, existing technologies often place the detector 32 on the housing. When the vehicle vibrates, the housing's vertical movement is not necessarily synchronized with the wheel 20. In this case, the detector 32 mounted on the housing and the detection element 31 mounted on the wheel 20 are not synchronized, resulting in inaccurate detection results when the vehicle is unstable and vibrating. Furthermore, different models have different shapes, and mounting the detector 32 on the housing requires adjustment according to different models. The positions of the detector 32 and the detection element 31 are not clearly defined, resulting in high adaptation costs.

[0031] Preferably, the detection element 31 is a permanent magnet. Specifically, the detection element 31 is not limited to a permanent magnet; in practice, it can also be a photoelectric detection element 31 or a photoelectric detector. However, because the wheel 20 and axle 10 operate in an unenclosed environment, when debris adheres to the photoelectric detection element 31, it can block the light, easily causing missing detection data and inaccurate results. Magnetic induction, on the other hand, is not hindered by debris, and fewer factors affect magnetic induction, ensuring more accurate results. Furthermore, when using a photoelectric encoder to detect rotational speed, it is easily affected by dust and humid environments, resulting in a high failure rate; in comparison, the magnetic detector 32 has a longer lifespan.

[0032] Preferably, the detector 32 is a Hall element. Specifically, a linear Hall element, such as the A3144 Hall element, is used, with an operating voltage of 3V to 5V, an output signal of analog voltage of 0.1V to 4.9V, and a response frequency greater than or equal to 1kHz, ensuring that the speed detection accuracy is less than or equal to 0.1r / s.

[0033] Based on the installation position of the detection element 31, the installation position of the Hall element is determined and fixed to the side or above the shaft 10 of the driven wheel 21. The radial distance between the Hall element and the magnetic component is determined according to different materials and the detection element 31. In this embodiment, the distance between the Hall element and the permanent magnet is preferably greater than 2mm. If the distance is too close, the installation accuracy will be increased. If the distance is too far, the signal will be weak. The axial deviation is less than or equal to 2mm to ensure the stability of the magnetic field detection.

[0034] Furthermore, the detection element 31 for detecting magnetism also includes a gaussmeter, but its cost is relatively high. In contrast, the Hall element is low in cost and can also accurately detect the rotation of the permanent magnet. Therefore, the Hall element is preferred in this embodiment.

[0035] In one embodiment, the detection element 31 is mounted on the side of the wheel 20.

[0036] In practice, the detection element 31 can be fixed to the tire sidewall. Alternatively, the detection element 31 can be inserted into the wheel 20 from the side, with the N and S poles of the detection element 31 parallel to the axial direction of the wheel 20. Installing the detection element 31 on the side of the wheel 20 can prevent the wheel 20 from rolling and causing damage to the detection element 31. At the same time, when the detection element 31 is a magnetic element, it can prevent the magnetic force from attracting debris to the surface of the wheel 20 and causing the wheel 20 to be obstructed from rotating.

[0037] In one embodiment, the axle 10 includes a first connecting portion 11, a first bending portion 12, a second connecting portion 13, a second bending portion 14, and a blocking portion 15. The first bending portion 12 and the second bending portion 14 are placed horizontally. The first connecting portion 11 and the second connecting portion 13 are connected to the upper and lower sides of the first bending portion 12. The second bending portion 14 is connected to the lower side of the second connecting portion 13. The wheel 20 is rotatably connected to the second bending portion 14. The blocking portion 15 is connected to the end of the second bending portion 14 away from the second connecting portion 13. The detector 32 is installed on the side of the second connecting part 13 near the wheel 20.

[0038] Using the above technical solution, the wheel 20 is connected to the second bending part 14, and the second bending part 14 is connected to the bottom end of the second connecting part 13. That is, the second connecting part 13 is set up side by side with the upper part of the wheel 20. At this time, the detection element 31 is set on the side of the wheel 20. In order to ensure the accuracy of detection and the magnetic field range of the detection element 31, the detector 32 is set on the second connecting part 13. This can ensure the correspondence between the positions of the detection element 31 and the detector 32, making their positions closer and the detection results more accurate.

[0039] In one embodiment, the detection element 31 is embedded inside the wheel 20 and is positioned towards the tread of the wheel 20; the axle 10 includes a first connecting portion 11, a first bending portion 12, a second connecting portion 13, a second bending portion 14, and a blocking portion 15. The first bending portion 12 and the second bending portion 14 are horizontally placed. The first connecting portion 11 and the second connecting portion 13 are connected to the upper and lower sides of the first bending portion 12. The first bending portion 12 is located at the top of the wheel 20. The second bending portion 14 is connected to the lower side of the second connecting portion 13. The wheel 20 is rotatably connected to the second bending portion 14. The blocking portion 15 is connected to the end of the second bending portion 14 away from the second connecting portion 13; the detector 32 is installed on the side of the first bending portion 12 near the wheel 20.

[0040] In specific implementation, the detection element 31 is installed on one side of the rolling surface of the wheel 20. If it is a rubber wheel, the wheel 20 generally includes a metal hub and a rubber tire. Preferably, the detection element 31 is installed between the hub and the tire to prevent damage to the detection element 31 during the rolling of the wheel 20. The first bending part 12 is arranged parallel to the top of the wheel 20. When the detection element 31 is facing the tire tread, the detector 32 installed on the first bending part 12 and the detection element 31 are in corresponding positions, and the detection result can be more accurate.

[0041] Specifically, such as Figure 2 As shown, the length direction of the detection element 31 is parallel to the radial direction of the wheel 20, meaning that the detection element 31 is inserted into the wheel 20 from the tire surface along the radial direction of the wheel 20. At this time, its N pole and S pole are set along the radial direction of the wheel 20. In order to ensure the detection distance between the detector 32 and the detection element 31 and the magnetic field range of the detection element 31, the detector 32 is installed on the first bend 12.

[0042] In one embodiment, the wheel 20 includes a drive wheel 22 and a driven wheel 21. A detection element 31 is mounted on the driven wheel 21, and a detector 32 is mounted on the axle 10 connected to the driven wheel 21. The mobile device is also provided with a device main control center, which is communicatively connected to the drive wheel 22 to control the rotational speed of the drive wheel 22.

[0043] In specific implementation, such as Figures 3 to 5As shown, the main control center of the device outputs speed to the drive wheel 22 to control the rotation of the drive wheel 22. However, if slippage occurs in the actual process, the actual speed of the drive wheel 22 and the speed output by the main control center of the device to the drive wheel 22 may not be the same. Therefore, at this time, the speed of the driven wheel 21 can be calculated based on the detection element 31 and the detector 32. The actual speed of the drive wheel 22 can be deduced based on the speed of the driven wheel 21. The actual speed of the drive wheel 22 is compared with the speed output by the main control center of the device to the drive wheel 22 to determine whether the moving device is in a slippage state.

[0044] Preferably, the driven wheel 21 is a caster wheel structure. For different self-moving devices, the number of driven wheels 21 is greater than or equal to one, and can be two or three. More preferably, such as... Figure 4 As shown, an arrangement of "2 driving wheels 22 + 1 driven wheel 21" can be set up, such as... Figure 5 As shown, a symmetrical arrangement of "2 drive wheels 22 + 2 driven wheels 21" can also be configured. The wheel surfaces are made of materials such as rubber to ensure contact with the ground and prevent slippage.

[0045] A specific arrangement of detection elements 31 is set on the driven wheel 21 of the device, and the rotational speed of the driven wheel 21 is detected in real time by a detector 32 fixed to the device body. At the same time, the rotational speed of the drive wheel 22 is calculated based on the rotational speed of the driven wheel 21, and the speed difference between the two is calculated by the signal processing module 40. When the speed difference exceeds a preset threshold, it is determined that the drive wheel 22 is slipping, and the result is fed back to the device control center to adjust the operating state. This device solves the problem of speed detection distortion under slipping conditions by directly comparing the "actual rotational speed of the driven wheel 21" and the "output rotational speed of the drive wheel 22", and has the characteristics of simple structure, low cost and high reliability.

[0046] In one embodiment, such as Figures 6 to 8 As shown, at least one detection element 31 is mounted along the circumference of the driven wheel 21.

[0047] Specifically, 1 to n permanent magnets are embedded along the circumference of the driven wheel 21. The permanent magnets are preferably made of neodymium iron boron with a magnetic induction intensity of 0.3 to 0.5T. If n>1, the polarities of adjacent permanent magnets are arranged alternately as much as possible, that is, the N pole and the S pole are distributed alternately with an interval angle of 360° / n. The distance between the edge of the magnet and the edge of the wheel body is ≥5mm. This helps to prevent the magnetic field from leaking out and interfering with other components.

[0048] It should be noted that when there are multiple magnets, they can be distributed in a regular pattern or in different patterns.

[0049] In one embodiment, at least one detection element 31 is mounted circumferentially along the driven wheel 21.

[0050] Specifically, 1 to n permanent magnets are embedded along the circumference of the driven wheel 21. The permanent magnets are preferably made of neodymium iron boron with a magnetic induction intensity of 0.3–0.5T. If n > 1, the polarities of adjacent permanent magnets are arranged alternately, i.e., N poles and S poles are distributed alternately at an angle of 360° / n. The distance between the edge of the magnet and the edge of the wheel body is ≥ 5mm. This helps to prevent magnetic field leakage from interfering with other components. There is only one detector 32. The more detection elements 31 there are, the more signals the detector 32 collects, resulting in higher signal resolution and more accurate detection results.

[0051] In one embodiment, a signal processing module 40 is also provided, with both ends of the signal processing module 40 being communicatively connected to the detector 32 and the device main control center, respectively.

[0052] In specific implementation, detector 32 is provided with at least one ordinary IO interface or ADC interface, and signal processing module 40 is provided with at least one IO interface. The two are connected to communicate for signal transmission. The ordinary IO interface or ADC interface of detector 32 is used to collect the signal of detector 32, and the IO interface of signal processing module 40 is used to receive the rotational speed signal of drive wheel 22.

[0053] The signal processing module 40 includes a core processor, which is an 8-bit or higher microcontroller, such as an STM8S003.

[0054] This core processor has the logic for calculating rotational speed and the function for determining slippage status.

[0055] The rotational speed calculation logic calculates the rotational speed Vs of the driven wheel 21 using the pulse frequency output by the Hall sensor, with the formula: Vs = f / n. Here, f is the pulse frequency in Hz; n is the number of magnets. A calculation cycle is performed every 10ms to ensure real-time performance. Due to the difference in diameter between the driving wheel 22 and the driven wheel 21, there is also a fixed wheel speed difference Vp. For example, if the diameter of the driving wheel 22 is D and the diameter of the driven wheel 21 is d, when the trolley moves without slippage, the distance traveled by the driving wheel 22 per unit time t is LD = N * п * D, and the distance traveled by the driven wheel 21 is Ld = n * п * d. N is the number of rotations of the driving wheel 22 within time t, and n is the number of rotations of the driven wheel 21 within time t.

[0056] Since the car does not slip, the paths traveled by both wheels are equal, i.e., LD = Ld. Therefore, since the time is the same, Vd = LD / t and Vs = Ld / t. Thus: Vp = Vd / Vs = LD / Ld = N*D / (n*d).

[0057] Normalization yields N / n = d / D, meaning the number of revolutions per unit time is inversely proportional to the wheel's 20mm diameter.

[0058] That is, the coefficient Vp = d / D, which is the ratio of the speed of the driving wheel 22 to the speed of the driven wheel 21, needs to be multiplied by the coefficient Vp. Speed ​​difference algorithm: The rotational speed Vd of the drive wheel 22 is taken as the average value of the two drive wheels 22, Vd = (Vd1 + Vd2) / 2, and the speed difference is: ΔV = |Vd*Vp–Vs|.

[0059] Dynamic threshold setting: The preset basic threshold is ΔV0, and ΔV0 is preferably 0.1m / s. It can be adjusted according to the ground material through the device control system. For example, ΔV0 is adjusted to 0.15m / s for carpet surface and kept at 0.1m / s for tile surface. Slippage detection criteria: When ΔV>ΔV0 and the duration is ≥300ms, slippage is detected to avoid false judgments caused by instantaneous interference. Furthermore, the threshold is dynamically adjusted according to the bottom material to reduce the false judgment rate.

[0060] If the drive wheel 22 and the driven wheel 21 are not the same size, the difference in size between the front and rear wheels can be described by using the circumference of the drive wheel 22: DxΠ and the circumference of the driven wheel 21: dxΠ. In different applications, there is a difference in diameter between the drive wheel 22 and the driven wheel 21. When calculating the wheel speed, a fixed speed difference coefficient Vp caused by the difference in the diameter of the wheel 20 needs to be superimposed.

[0061] Preferably, the signal processing module 40 communicates with the device main control center 70 via UART serial port. The signal processing module 40 outputs the following information to the device main control center 70: ① the rotational speed of the driven wheel 21 Vs; ② the rotational speed of the drive wheel 22 Vd; ③ the slippage status signal, where a high level indicates slippage and a low level indicates normal operation, and the communication delay is ≤50ms.

[0062] It should be noted that a separate signal processing module 40 may not be required, and the detector 32 may be directly connected to the device's main control center 70. The specific implementation can be determined based on the device.

[0063] In one embodiment, such as Figure 9 As shown, a signal conditioning circuit 6060 is also provided between the detector 32 and the signal processing module 40. The signal conditioning circuit 6060 includes an RC low-pass filter and an adjustable gain amplifier.

[0064] Specifically, the RC low-pass filter has a cutoff frequency of 100Hz, which can filter out high-frequency noise. The adjustable gain amplifier amplifies the acquired signal by 5-100 times to adapt to different speed ranges. The signal conditioning circuit 6060 plays the role of noise filtering and signal amplification, making the acquired data more accurate and easier to process.

Claims

1. A mobile device, comprising a chassis, an axle connected to the chassis, and wheels rotatably connected to the axle, characterized in that, It also includes a slippage detection mechanism, which includes a detection element and a detector. The detector is disposed on the axle, and the detection element is disposed on the wheel. The detector and the detection element are disposed close to each other.

2. A mobile device according to claim 1, characterized in that, The detection element is mounted on the side of the wheel.

3. A mobile device according to claim 2, characterized in that, The axle includes a first connecting part, a first bending part, a second connecting part, a second bending part, and a blocking part. The first bending part and the second bending part are placed horizontally. The first connecting part and the second connecting part are connected to the upper and lower sides of the first bending part. The second bending part is connected to the lower side of the second connecting part. The wheel is rotatably connected to the second bending part. The blocking part is connected to the end of the second bending part away from the second connecting part. The detector is installed on the side of the second connecting part near the wheel.

4. A mobile device according to claim 1, characterized in that, The detection element is mounted on the tread of the wheel; the wheel axle includes a first connecting part, a first bending part, a second connecting part, a second bending part, and a blocking part. The first bending part and the second bending part are placed horizontally. The first connecting part and the second connecting part are connected to the upper and lower sides of the first bending part. The second bending part is connected to the lower side of the second connecting part. The wheel is rotatably connected to the second bending part. The blocking part is connected to the end of the second bending part away from the second connecting part. The detector is installed on the side of the first bend closest to the wheel.

5. A mobile device according to claim 1, characterized in that, The wheel includes a drive wheel and a driven wheel. The detection element is installed on the driven wheel, and the detector is installed on the axle connected to the driven wheel. The moving device is also provided with a device main control center, which is communicatively connected to the drive wheel to control the rotational speed of the drive wheel.

6. A mobile device according to claim 5, characterized in that, At least one detection element is mounted along the circumference of the driven wheel.

7. A mobile device according to claim 1, characterized in that, The detection element is a permanent magnet, and the detector is a Hall element.

8. A mobile device according to claim 5, characterized in that, It is also equipped with a signal processing module, which is communicatively connected to the detector and the main control center of the device at both ends.

9. A mobile device according to claim 8, characterized in that, A signal conditioning circuit is also provided between the detector and the signal processing module. The signal conditioning circuit includes an RC low-pass filter and an adjustable gain amplifier.

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