A whole machine starting and rotating speed control device for excavator

Abstract

The application discloses a whole excavator starting and rotating speed control device, relates to the electrical control technical field, and is characterized in that the inside of the mounting seat is provided with a circuit board, the circuit board is provided with a contact switch and a Hall electromagnetic sensor, the press key triggers the contact switch when being pressed, the accelerator knob is rotatably sleeved at the outer periphery of the press key, the inner wall of the accelerator knob is provided with a magnet, the Hall electromagnetic sensor outputs a voltage signal corresponding to the rotating angle of the accelerator knob when the magnet rotates with the accelerator knob, the connector is connected with the circuit board and the controller respectively, and the controller is connected with the whole vehicle. The press key triggers the contact switch to complete the whole machine starting, the Hall electromagnetic sensor senses the voltage output by the magnet on the inner wall of the accelerator knob to realize non-contact speed regulation, all elements are embedded in the same mounting seat and pre-assembled wire harness, the two-in-one function key can be installed only by opening one hole, assembly complexity is effectively avoided, ignition lock, keys, pull wires, potentiometers, relays and the like are saved, the number of elements is reduced, and the failure rate and cost are reduced.

Description

Technical Field

[0001] This application relates to the field of electrical control technology, and in particular to a device for starting and controlling the speed of an excavator. Background Technology

[0002] There are two existing methods for starting control of mini excavators: a traditional ignition lock and a one-button start. Machine speed control is achieved through mechanical methods such as an electronic throttle knob or a throttle cable. The ignition lock or one-button start requires a panel, key, relay, and long wiring harness; the throttle knob / cable requires separate holes, brackets, wire ropes, and potentiometers. The numerous parts, interfaces, and wiring make assembly cumbersome; increased wear on mechanical contacts and cables, and oxidation of connectors lead to a high failure rate; consequently, parts and maintenance costs increase. In summary, the current system, where starting and speed control each use separate sets of components, suffers from cumbersome assembly, high failure rates, and high costs.

[0003] Therefore, in the process of starting and controlling the speed of an excavator, how to effectively avoid complicated assembly, reduce failure rate and cost is a problem that needs to be solved by those skilled in the art. Utility Model Content

[0004] The purpose of this application is to provide an excavator start-up and speed control device to solve the problems of existing excavator start-up and speed control devices, which use separate parts for each, resulting in cumbersome assembly, high failure rate and high cost.

[0005] To solve the above-mentioned technical problems, this application provides an excavator start-up and speed control device, including: a two-in-one function key and a controller;

[0006] The two-in-one function key includes a mounting base, a circuit board, a Hall effect electromagnetic sensor, a push button, a throttle knob, a magnet, and a connector. The mounting base houses the circuit board, which contains a contact switch and the Hall effect electromagnetic sensor. The bottom of the push button is axially movable within the guide post of the mounting base and positioned directly above the contact switch. The push button triggers the contact switch when pressed. The throttle knob is rotatably fitted around the push button, and the magnet is located on the inner wall of the throttle knob. The Hall effect electromagnetic sensor outputs a voltage signal corresponding to the rotation angle of the throttle knob as the magnet rotates with it. The first end of the connector is soldered to the circuit board, and the second end of the connector is connected to the port of the controller via a wiring harness. The controller is used to connect to the entire vehicle.

[0007] In one optional embodiment, the controller is provided with a DIH port, a first DOH port and a second DOH port. The contact switch of the two-in-one function key is connected to the DIH port. The first DOH port is connected to the constant power relay control terminal of the vehicle and is used to output a power-on control signal or a shutdown control signal. The second DOH port is connected to the starter relay control terminal of the vehicle and is used to output a starter control signal.

[0008] In one optional embodiment, the two-in-one function key further includes a first LED and a second LED, and the controller is also provided with a third DOH port and a fourth DOH port. The third DOH port is connected to the first LED through a first current-limiting resistor, and the fourth DOH port is connected to the second LED through a second current-limiting resistor.

[0009] In one optional embodiment, the controller further includes an AIV port, the controller is connected to the vehicle's ECU via a CAN bus, the two-in-one function key further includes an MCU and an output chip, the Hall electromagnetic sensor is connected to the MCU, the MCU is connected to the output chip, and the output chip is connected to the AIV port.

[0010] In one optional embodiment, the Hall electromagnetic sensor includes a Hall sensing element and a signal processor, the signal processor being integrated with the Hall sensing element in the same package. The Hall sensing element is used to sense the rotation angle of the magnet and output a voltage signal corresponding to the rotation angle. The signal processor includes an amplifier and a voltage regulator. The amplifier is used to amplify the millivolt-level voltage signal to a volt-level voltage signal. The voltage regulator is used to provide a stable operating voltage for the Hall sensing element and the amplifier and to compensate for temperature drift.

[0011] In one optional embodiment, the output chip includes a DAC chip and an output operational amplifier integrated with the DAC chip. The DAC chip is used to convert the digital quantity input by the MCU into an analog voltage signal, and the output operational amplifier is used to perform impedance transformation on the analog voltage signal so that the amplitude of the analog voltage supplied to the AIV port remains unchanged.

[0012] In an optional embodiment, the mounting base further includes an annular support platform, which is arranged around the circumference of the guide post. The edge of the annular support platform is provided with an annular groove, and the bottom surface of the throttle knob is provided with an annular slide bar that matches the annular groove. The annular slide bar is rotatably inserted into the annular groove.

[0013] In one optional embodiment, the outer peripheral surface of the throttle knob is provided with a plurality of anti-slip grooves, and the plurality of anti-slip grooves are spaced apart along the circumferential direction of the throttle knob.

[0014] In one optional embodiment, the lower end face of the annular slide bar is provided with a plurality of positioning grooves at intervals, the number of positioning grooves being consistent with the number of preset gear positions, the annular slide groove is provided with a blind hole, a first elastic reset member is installed in the blind hole, a positioning ball is installed on the top of the first elastic reset member, and the positioning ball falls into the positioning groove under the force of the first elastic reset member.

[0015] In one optional embodiment, the key includes a keycap, a guide rod, and a second elastic reset member. The bottom of the keycap is connected to the guide rod, which is axially movable and sleeved inside the guide post of the mounting base, and located directly above the contact switch. The second elastic reset member is sleeved on the outer periphery of the guide rod, and its two ends abut against the bottom surface of the keycap and the upper end surface of the guide post, respectively.

[0016] This application provides a machine start-up and speed control device for an excavator, comprising: a two-in-one function key and a controller. The two-in-one function key includes a mounting base, a circuit board, a Hall effect electromagnetic sensor, a push button, a throttle knob, a magnet, and a connector. The mounting base houses the circuit board, which has a contact switch and a Hall effect electromagnetic sensor. The bottom of the push button is axially movable and fitted inside the guide post of the mounting base, located directly above the contact switch. The push button triggers the contact switch when pressed. The throttle knob is rotatably fitted around the push button, and a magnet is provided on the inner wall of the throttle knob. The Hall effect electromagnetic sensor outputs a voltage signal corresponding to the rotation angle of the throttle knob when the magnet rotates with the throttle knob. The first end of the connector is soldered to the circuit board, and the second end of the connector is connected to the port of the controller via a wiring harness. The controller is used to connect to the entire machine. The start and speed control functions are combined into one. Pressing the button triggers the contact switch to start the entire machine. The Hall effect electromagnetic sensor senses the voltage output of the magnet inside the throttle knob to achieve contactless speed regulation. All components are embedded in the same mounting base and have pre-fabricated wiring harnesses. Only one hole is needed to install the two-in-one function key, effectively avoiding complicated assembly. It eliminates the need for ignition lock, key, pull cable, potentiometer, multiple relays and long wiring harnesses, reducing the number of components and lowering the failure rate and cost. Attached Figure Description

[0017] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 An electrical wiring diagram of a two-in-one function key, controller, and vehicle provided for embodiments of this application;

[0019] Figure 2 A structural diagram of a two-in-one function key provided in an embodiment of this application;

[0020] Figure 3 A cross-sectional view of a two-in-one function key provided in an embodiment of this application;

[0021] Figure 4 A top view of a two-in-one function key provided in an embodiment of this application;

[0022] Figure 5 An electrical wiring diagram for a two-in-one function key provided in an embodiment of this application;

[0023] Figure 6 This is a graph showing the relationship between output voltage and overall machine speed, provided as an embodiment of this application.

[0024] The attached diagram is labeled as follows: 1-Two-in-one function key, 2-Controller, 3-Vehicle, 101-Mounting base, 102-Press button, 103-Throttle knob, 104-Hall electromagnetic sensor, 105-Magnet, 106-Connector, 107-MCU, 108-Output chip, 109-Anti-slip groove, 110-First current limiting resistor, 111-First LED, 112-Second current limiting resistor, 113-Second LED. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0026] The core of this application is to provide a device for starting and controlling the speed of an excavator, which can effectively avoid complicated assembly, reduce failure rate and cost in the starting and speed control of the excavator.

[0027] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0028] Figure 1 This application provides an electrical wiring diagram for a two-in-one function key, controller, and vehicle, as part of an embodiment. Figure 2 This is a structural diagram of a two-in-one function key provided in an embodiment of this application. Figure 3A cross-sectional view of a two-in-one function key provided in an embodiment of this application. Figure 4 A top view of a two-in-one function key provided in an embodiment of this application, such as... Figures 1 to 4 As shown, an excavator start-up and speed control device includes: a two-in-one function key 1 and a controller 2; the two-in-one function key 1 includes a mounting base 101, a circuit board, a Hall effect electromagnetic sensor 104, a push button 102, a throttle knob 103, a magnet 105, and a connector 106. The mounting base 101 has a circuit board inside, on which a contact switch and a Hall effect electromagnetic sensor 104 are provided. The bottom of the push button 102 is axially movable and sleeved in the guide post of the mounting base 101, and is located at the position of the contact switch. Above, the press button 102 is used to trigger the contact switch when pressed; the throttle knob 103 is rotatably sleeved on the outer periphery of the press button 102, and the inner wall of the throttle knob 103 is provided with a magnet 105. The Hall electromagnetic sensor 104 is used to output a voltage signal corresponding to the rotation angle of the throttle knob 103 when the magnet 105 rotates with the throttle knob 103. The first end of the connector 106 is soldered to the circuit board, and the second end of the connector 106 is connected to the port of the controller 2 through the wiring harness. The controller 2 is used to connect the whole vehicle 3.

[0029] The bottom of the push button 102 is axially movable and fitted inside the guide post of the mounting base 101, located directly above the contact switch. The push button 102 is used to trigger the contact switch when pressed. This embodiment does not limit the structure of the push button 102. Specifically, the push button 102 includes a keycap, a guide rod, and a second elastic reset member. The bottom of the keycap is connected to the guide rod, which is axially movable and fitted inside the guide post of the mounting base 101, located directly above the contact switch. The second elastic reset member is fitted around the outer periphery of the guide rod, with its two ends abutting against the bottom surface of the keycap and the upper surface of the guide post, respectively. The keycap directly bears the pressing pressure of the operator's finger and transmits this force to the guide rod; its bottom surface also provides an upper support surface for the second elastic reset member. The guide rod transmits the downward pressure on the keycap to the contact switch without deviation, ensuring reliable switch closure. The guide rod and the guide post of the mounting base 101 form a sliding pair, restricting the keycap to move only axially, preventing wobbling or jamming. The second elastic reset element is usually a helical compression spring or a disc-shaped spring. When the operator releases the keycap, the second elastic reset element releases the stored elastic potential energy and quickly pushes the keycap back to the initial high position, so that the contact switch returns to the normally open state.

[0030] This application does not limit how the throttle knob 103 is rotatably fitted onto the outer periphery of the push button 102. Specifically, the mounting base 101 also includes an annular support platform, which is arranged around the periphery of the guide post. The edge of the annular support platform is provided with an annular groove, and the bottom surface of the throttle knob 103 is provided with an annular slide bar that matches the annular groove. The annular slide bar is rotatably inserted into the annular groove. It should be noted that the keycap of the push button 102 can be flush with the upper end surface of the throttle knob 103, or the keycap of the push button 102 can protrude from the upper end surface of the throttle knob 103. Furthermore, the outer periphery of the throttle knob 103 is provided with multiple anti-slip grooves 109, which are spaced apart along the circumferential direction of the throttle knob 103. The design of the anti-slip grooves 109 can prevent the operator's fingers from slipping under wet, oily, or dusty conditions. To provide the operator with a clear sense of gear position during knob rotation, the lower end face of the annular slider is provided with multiple positioning grooves at intervals. The number of positioning grooves matches the preset number of gear positions. A blind hole is provided within the annular slider, and a first elastic reset element is installed within the blind hole. A positioning ball is mounted on top of the first elastic reset element. Under the force of the first elastic reset element, the positioning ball falls into the positioning groove. The first elastic reset element can be a compression spring, and the positioning groove is a hemispherical positioning groove that matches the positioning ball. The compression spring continuously pushes the positioning ball against the end face of the annular slider. When the slider is rotated to the positioning groove position, the positioning ball instantly falls into the groove and makes a "click" sound, producing a distinct tactile feedback, indicating to the operator that the correct gear position has been reached. With continued application of torque, the positioning ball overcomes the spring force and slides out of the positioning groove to enter the next gear. This structure provides clear, countable, and retainable gear position feedback in a purely mechanical manner, avoiding misoperation, and corresponds one-to-one with electrical parameter calibration. For example: Level 1 corresponds to 0.1V±0.1V; Level 2 corresponds to 0.57V±0.1V; Level 3 corresponds to 1.04V±0.1V; Level 4 corresponds to 1.51V±0.1V; Level 5 corresponds to 1.98V±0.1V; Level 6 corresponds to 2.45V±0.1V; Level 7 corresponds to 2.92V±0.1V; Level 8 corresponds to 3.39V±0.1V; Level 9 corresponds to 3.86V±0.1V; Level 10 corresponds to 4.33V±0.1V; and Level 11 corresponds to 4.80V±0.1V.

[0031] The mounting base 101 houses a circuit board with a contact switch and a Hall effect electromagnetic sensor 104. A magnet 105 is mounted on the inner wall of the throttle knob 103. The Hall effect electromagnetic sensor 104 outputs a voltage signal proportional to the rotation angle of the throttle knob 103 as the magnet 105 rotates with it. This embodiment employs a non-contact angle detection structure. The magnet 105 is embedded in the inner wall of the throttle knob 103, and the Hall effect electromagnetic sensor 104 is fixed to the circuit board of the mounting base 101, located directly below the magnet 105, maintaining a certain air gap. When the operator rotates the throttle knob 103, the magnet 105 rotates synchronously, and the Hall effect electromagnetic sensor 104 senses the change in magnetic field direction, outputting a continuous linear voltage of 0.1V–4.8V. The voltage value corresponds one-to-one with the rotation angle. This design eliminates mechanical wear and has a long lifespan.

[0032] The first end of connector 106 is directly soldered to the circuit board, forming a rigid electrical connection that is vibration-resistant and prevents disconnection. The second end of connector 106 is plugged into the port of controller 2 via a wiring harness, enabling modular quick-connection. After parsing the start / throttle signal, controller 2 forwards it to the entire vehicle 3 to complete the control of the entire machine's power-on, engine shutdown, and speed adjustment, realizing a closed-loop control of "function key - controller 2 - vehicle 3".

[0033] This application provides an excavator start-up and speed control device, comprising: a two-in-one function key 1 and a controller 2. The two-in-one function key 1 includes a mounting base 101, a circuit board, a Hall effect electromagnetic sensor 104, a push button 102, a throttle knob 103, a magnet 105, and a connector 106. The mounting base 101 has a circuit board inside, on which a contact switch and a Hall effect electromagnetic sensor 104 are provided. The bottom of the push button 102 is axially movable and fitted into the guide post of the mounting base 101, and is located at the contact point. Above the switch, the push button 102 is used to trigger the contact switch when pressed. The throttle knob 103 is rotatably fitted around the push button 102, and the inner wall of the throttle knob 103 is provided with a magnet 105. The Hall electromagnetic sensor 104 is used to output a voltage signal corresponding to the rotation angle of the throttle knob 103 when the magnet 105 rotates with the throttle knob 103. The first end of the connector 106 is soldered to the circuit board, and the second end of the connector 106 is connected to the port of the controller 2 through a wire harness. The controller 2 is used to connect the whole vehicle 3. The start and speed control functions are combined into one. Pressing the button 102 triggers the contact switch to start the entire machine. The Hall electromagnetic sensor 104 senses the output voltage of the magnet 105 inside the throttle knob 103 to achieve contactless speed regulation. All components are embedded in the same mounting base 101 and have pre-fabricated wiring harnesses. Only one hole needs to be opened to install the two-in-one function key 1, effectively avoiding complicated assembly. It eliminates the need for ignition lock, key, pull cable, potentiometer, multiple relays and long wiring harnesses, reducing the number of components and lowering the failure rate and cost.

[0034] Based on the above embodiments, the controller 2 of this application embodiment is provided with a DIH port and a first DOH port ( Figure 1 DOH1 in the middle) and the second DOH port ( Figure 1 The DOH2 (in the diagram) and the contact switch of the two-in-one function key 1 are connected to the DIH port. The first DOH port is connected to the constant-voltage relay control terminal of the vehicle 3. The first DOH port is used to output power-on control signals or engine shutdown control signals. The second DOH port is connected to the starter relay control terminal of the vehicle 3. The second DOH port is used to output starter control signals. Here, DIH (Digital Input High) refers to a high-level digital input, and DOH (Digital Output High) refers to a high-level digital output.

[0035] The contact switch on the circuit board is connected to the DIH port of controller 2 via connector 106. The DIH port collects the number of presses: when button 102 is pressed, the DIH port continuously outputs a high level when it receives the first high-level input, powering on the vehicle. When the DIH port receives the second high-level input, it determines whether it was a 3-second long press; if so, the second DIH port of controller 2 outputs a high level, starting the vehicle; if not, the first DIH port of controller 2 outputs a high level, powering off the vehicle. When the DIH port receives the third high-level input, it determines whether the engine speed is greater than 600 RPM; if so, the first DIH port outputs a high level, shutting off the vehicle.

[0036] Based on the above embodiments, the two-in-one function key 1 of this application further includes a first LED 111 ( Figure 1 LED-R in the middle) and the second LED113 ( Figure 1 (LED-G in the middle), controller 2 also has a third DOH port ( Figure 1 DOH3 in the middle) and the fourth DOH port ( Figure 1 In the first LED 111, the third LED 111 is connected to the first LED 111 via the first current-limiting resistor 110, and the fourth LED 113 is connected to the second LED 113 via the second current-limiting resistor 112. Here, LED (Light-Emitting Diode) refers to a light-emitting diode.

[0037] When the vehicle is powered on, the third DOH port continuously outputs a high level, and the first LED111 of the two-in-one function key lights up (it can emit red light); when the vehicle is powered on, the fourth DOH port continuously outputs a high level, the second LED113 of the two-in-one function key lights up (it can emit green light), and the first LED111 turns off.

[0038] Based on the above embodiments, Figure 5 An electrical wiring diagram for a two-in-one function key provided in this application embodiment is shown below. Figure 5As shown, in this embodiment of the application, the controller 2 also includes an Analog Input Voltage Port (AIV). The controller 2 is connected to the Electronic Control Unit (ECU) of the vehicle 3 via a Controller Area Network (CAN) bus. The two-in-one function key 1 also includes a microcontroller unit (MCU) and an output chip 108. The Hall electromagnetic sensor 104 is connected to the MCU 107, the MCU 107 is connected to the output chip 108, and the output chip 108 is connected to the AIV port.

[0039] like Figure 5 As shown, the 24V voltage from the external battery is first regulated to 5V by a low-dropout regulator (LDO) before powering the MCU107 and output chip 108.

[0040] The Hall effect electromagnetic sensor 104 on the circuit board is connected to the MCU 107, which in turn is connected to the output chip 108. The output chip 108 is connected to the AIV port of the controller 2 via connector 106. The Hall effect electromagnetic sensor 104 includes a Hall sensor element and a signal processor, which are integrated into the same package. The Hall sensor element senses the rotation angle of the magnet 105 and outputs a voltage signal corresponding to that angle. The signal processor includes an amplifier and a voltage regulator. The amplifier amplifies the millivolt-level voltage signal to a volt-level signal, and the voltage regulator provides a stable operating voltage for the Hall sensor element and the amplifier, and compensates for temperature drift. The Hall sensor element converts the rotation angle of the magnet 105 into a millivolt-level differential voltage, which changes linearly with the magnetic field direction, enabling non-contact angle sampling. The amplifier amplifies the original millivolt-level signal to a volt-level signal. The voltage regulator provides a stable operating voltage for the Hall sensor element and the amplifier and incorporates a temperature compensation network for real-time sensitivity and zero-point correction. The output chip 108 includes a digital-to-analog converter (DAC) chip and an output operational amplifier integrated with the DAC chip. The DAC chip converts the digital input from the MCU 107 into an analog voltage signal, and the output operational amplifier performs impedance transformation on the analog voltage signal to ensure that the amplitude of the analog voltage supplied to the AIV port remains constant. The DAC chip instantaneously converts the digital angle value given by the MCU 107 into an analog voltage, ensuring that the voltage follows the knob in real time when it rotates rapidly. The DAC chip integrates an output operational amplifier as a voltage follower to provide high input impedance and low output impedance, enhance driving capability, and ensure stable output voltage unaffected by subsequent circuitry.

[0041] The throttle knob 103 of the two-in-one function key 1 rotates the magnet 105, and the output chip 108 outputs a voltage signal of 0.1-4.8V. When the throttle knob 103 of the two-in-one function key 1 has no output, the AIV port of the controller 2 receives a voltage of 0V, and at this time the controller 2 controls the speed to 1100 rpm; Figure 4 As shown, when the throttle knob 103 of the two-in-one function key 1 is rotated clockwise, the AIV port of controller 2 receives a rising edge pulse with a voltage range of 0.1-4.8V. Controller 2 increases the overall speed according to the voltage range of the output voltage, with a maximum speed not exceeding 1800 rpm. When the throttle knob 103 of the two-in-one function key 1 is rotated counterclockwise, the AIV port of controller 2 receives a falling edge pulse with a voltage range of 4.8-0.1V. Controller 2 decreases the overall speed according to the voltage range of the output voltage, with a minimum speed not exceeding 1100 rpm. Figure 6 A graph showing the relationship between output voltage and overall machine speed is provided in this application embodiment, which can be used to... Figure 6 The correspondence in the equation determines the overall speed of the machine corresponding to a certain output voltage.

[0042] The foregoing has provided a detailed description of an excavator start-up and speed control device provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0043] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A device for starting and controlling the speed of an excavator, characterized in that, include: Two-in-one function key (1) and controller (2); The two-in-one function key (1) includes a mounting base (101), a circuit board, a Hall effect electromagnetic sensor (104), a push button (102), a throttle knob (103), a magnet (105), and a connector (106). The mounting base (101) contains a circuit board with a contact switch and the Hall effect electromagnetic sensor (104). The bottom of the push button (102) is axially movable within the guide post of the mounting base (101) and located directly above the contact switch. The push button (102) triggers the contact switch when pressed. The throttle knob (103) is rotatably fitted around the outer periphery of the push button (102), and the inner wall of the throttle knob (103) is provided with the magnet (105). The Hall electromagnetic sensor (104) is used to output a voltage signal corresponding to the rotation angle of the throttle knob (103) when the magnet (105) rotates with the throttle knob (103). The first end of the connector (106) is soldered to the circuit board, and the second end of the connector (106) is connected to the port of the controller (2) through a wire harness. The controller (2) is used to connect the whole vehicle (3).

2. The excavator start-up and speed control device according to claim 1, characterized in that, The controller (2) is provided with a DIH port, a first DOH port and a second DOH port. The contact switch of the two-in-one function key (1) is connected to the DIH port. The first DOH port is connected to the constant power relay control terminal of the vehicle (3). The first DOH port is used to output a power-on control signal or a shutdown control signal. The second DOH port is connected to the starter relay control terminal of the vehicle (3). The second DOH port is used to output a starter control signal.

3. The excavator start-up and speed control device according to claim 1, characterized in that, The two-in-one function key (1) also includes a first LED (111) and a second LED (113). The controller (2) is also provided with a third DOH port and a fourth DOH port. The third DOH port is connected to the first LED (111) through a first current-limiting resistor (110), and the fourth DOH port is connected to the second LED (113) through a second current-limiting resistor (112).

4. The excavator start-up and speed control device according to claim 1, characterized in that, The controller (2) also includes an AIV port. The controller (2) is connected to the ECU of the vehicle (3) via a CAN bus. The two-in-one function key (1) also includes an MCU (107) and an output chip (108). The Hall electromagnetic sensor (104) is connected to the MCU (107). The MCU (107) is connected to the output chip (108). The output chip (108) is connected to the AIV port.

5. The excavator start-up and speed control device according to claim 1, characterized in that, The Hall electromagnetic sensor (104) includes a Hall sensing element and a signal processor. The signal processor is integrated with the Hall sensing element in the same package. The Hall sensing element is used to sense the rotation angle of the magnet (105) and output a voltage signal corresponding to the rotation angle. The signal processor includes an amplifier and a voltage regulator. The amplifier is used to amplify the millivolt-level voltage signal to a volt-level voltage signal. The voltage regulator is used to provide a stable operating voltage for the Hall sensing element and the amplifier and to compensate for temperature drift.

6. The excavator start-up and speed control device according to claim 4, characterized in that, The output chip (108) includes a DAC chip and an output operational amplifier integrated with the DAC chip. The DAC chip is used to convert the digital quantity input by the MCU (107) into an analog voltage signal. The output operational amplifier is used to perform impedance transformation on the analog voltage signal so that the amplitude of the analog voltage supplied to the AIV port remains unchanged.

7. The excavator start-up and speed control device according to any one of claims 1 to 6, characterized in that, The mounting base (101) also includes an annular support platform, which is arranged around the periphery of the guide column. The edge of the annular support platform is provided with an annular groove. The bottom surface of the throttle knob (103) is provided with an annular slide bar that matches the annular groove. The annular slide bar is rotatably inserted into the annular groove.

8. The excavator start-up and speed control device according to claim 7, characterized in that, The outer peripheral surface of the throttle knob (103) is provided with a plurality of anti-slip grooves (109), and the plurality of anti-slip grooves (109) are spaced apart along the circumferential direction of the throttle knob (103).

9. The excavator start-up and speed control device according to claim 8, characterized in that, The lower end face of the annular slide bar is provided with a plurality of positioning grooves at intervals, the number of positioning grooves being consistent with the number of preset gear positions. A blind hole is provided in the annular slide groove, and a first elastic reset member is installed in the blind hole. A positioning ball is installed on the top of the first elastic reset member, and the positioning ball falls into the positioning groove under the force of the first elastic reset member.

10. The excavator start-up and speed control device according to claim 1, characterized in that, The key (102) includes a keycap, a guide rod, and a second elastic reset member. The bottom of the keycap is connected to the guide rod, which is axially movable and sleeved inside the guide post of the mounting base (101) and located directly above the contact switch. The second elastic reset member is sleeved on the outer periphery of the guide rod, and the two ends of the second elastic reset member abut against the bottom surface of the keycap and the upper end surface of the guide post, respectively.

Images