Vehicle control method, multi-purpose vehicle, and garden work vehicle

Abstract

A vehicle control method, a multi-purpose vehicle, and a garden work vehicle, capable of ensuring an accurate response to a manipulation intention of a user, and optimizing user experience. The multi-purpose vehicle comprises a driving mechanism, a manipulation mechanism, and an auxiliary control mechanism. The auxiliary control mechanism comprises: a manipulation state sensing assembly, used for determining a manipulation state of a user for the manipulation mechanism, the manipulation state comprising a linear manipulation state and a non-linear manipulation state; a running state sensing assembly, used for determining a running state of a multi-purpose vehicle, the running state comprising a linear running state and a non-linear running state; and a calibration controller assembly, used for determining, when the running state does not match the manipulation state, that the multi-purpose vehicle is abnormally running, wherein the calibration controller assembly is further used for adjusting an operating state of the driving mechanism after determining that the multi-purpose vehicle is abnormally running, so as to enable the running state to match the manipulation state.

Description

Vehicle control method, multifunctional vehicle, and garden operation vehicle [Technical field]

[0001] The present invention relates to the technical field of vehicle engineering, and in particular to a vehicle control method, a multifunctional vehicle, and a garden operation vehicle. [Background Technology]

[0002] Compared with traditional fuel-powered lawn mowers, rechargeable lawn mowers have the advantages of all-weather zero emissions, zero fuel consumption, low noise, and simple maintenance (no gasoline, no engine oil, no air filter, no spark plugs, no fuel storage, etc.). The drive wheels of rechargeable lawn mowers use electric motors instead of fuel engines, and the drive wheel motors can be controlled separately to achieve straight-ahead, reverse, turning, zero-turn and other motion control of the entire vehicle, reducing the structural complexity of the entire vehicle and making the control of the entire vehicle more flexible.

[0003] In some related technical solutions, cordless lawn mowers achieve driving control by independently controlling the left and right drive wheels via left and right control handles, offering advantages such as fast control response and flexible operation. However, when the control signals from the left and right control handles deviate, the left and right drive wheels are mismatched, tire pressure is insufficient, or the mower is driving sideways on a slope, it cannot accurately respond to the driver's control intentions and cannot maintain straight driving. This requires frequent and timely adjustments during operation, significantly affecting the user experience.

[0004] [Summary of the invention]

[0005] In view of this, the embodiments of this specification provide a vehicle control method and a multi-functional vehicle and a garden work vehicle, which can ensure accurate response to the user's control intentions and optimize the user experience.

[0006] In one aspect, an embodiment of the present disclosure provides a vehicle control method, comprising:

[0007] Obtaining calibration request information, wherein the calibration request information is used to request controlling the vehicle to travel according to a preset trajectory;

[0008] Acquire current operating parameters of the target vehicle according to the calibration request information, wherein the operating parameters include at least one of an attitude parameter, a heading angle parameter, and a displacement parameter;

[0009] If the operating parameters do not match the preset trajectory, target compensation data is calculated, and the target compensation data is used to correct the driving deviation of the vehicle to comply with the preset trajectory;

[0010] The vehicle driving mode is modified according to the target compensation data so that the vehicle travels along a preset trajectory.

[0011] Optionally, before obtaining the calibration request information, the method further includes:

[0012] Check whether the calibration function is activated;

[0013] Acquiring a first control parameter and a second control parameter in the target vehicle;

[0014] calculating a control deviation value between a first control parameter and a second control parameter;

[0015] If the control deviation value is within a preset range and the calibration function has been activated, generating a calibration request message;

[0016] Wherein, the first control parameter is used to control the vehicle to travel to the left;

[0017] The second control parameter is used to control the vehicle to move to the right.

[0018] Optionally, the operating parameters of the vehicle include a target attitude angle, and obtaining the operating parameters of the vehicle includes:

[0019] Acquire first data transmitted by the first sensor and second data transmitted by the second sensor;

[0020] According to the attitude solution algorithm, the first data and the second data are fused and processed to obtain the target attitude angle, where the attitude angle refers to the angle of the sensor in the world coordinate system where the vehicle is located.

[0021] Optionally, before calculating the target compensation data, the method includes:

[0022] Acquiring a type of the preset trajectory, the type including at least one of straight-line driving, right-turn driving, or left-turn driving;

[0023] According to the type of the preset trajectory, obtaining preset operating parameters that match the preset trajectory type;

[0024] If the current operating parameters do not match the preset operating parameters, it is determined that the operating parameters do not match the preset trajectory.

[0025] Optionally, the operating parameters of the vehicle include a target attitude angle, and the calculating target compensation data includes:

[0026] Get the preset angle matched by the preset trajectory;

[0027] Calculating a target angle based on a difference between the target posture angle and a preset angle;

[0028] Obtain vehicle driving parameters;

[0029] Calculating target compensation data according to the driving parameters of the vehicle and the target angle;

[0030] Wherein, the target angle includes at least: one of a first angle and a second angle;

[0031] The first angle refers to the angle at which the vehicle is driven to deviate to the left, so that the difference between the posture angle and the preset angle is reduced;

[0032] The second angle refers to the angle at which the vehicle is driven to deviate to the right, so that the difference between the posture angle and the preset angle is reduced.

[0033] Optionally, the calculating target compensation data includes:

[0034] If the vehicle driving parameter includes a control signal, a target signal is calculated using the target angle, and target compensation data is generated according to the target signal, so that the vehicle returns to a preset trajectory through the control signal;

[0035] If the vehicle driving parameters include an initial speed, calculating a target speed by using the target speed so that the vehicle returns to a preset trajectory by using a control signal;

[0036] If the vehicle driving parameters include an initial torque, the target torque is calculated using the target angle so that the vehicle returns to a preset trajectory using the target torque.

[0037] Optionally, the calculating target compensation data includes:

[0038] Obtain the preset compensation coefficient, the historical compensation data of the previous round of calculation, and the target angle of the current round of calculation;

[0039] Target compensation data is calculated according to the preset compensation coefficient, historical compensation data, and target angle.

[0040] Optionally, the modifying the vehicle driving mode includes:

[0041] Acquiring current driving parameters of the vehicle, where the driving parameters include at least one of a control signal, a motor torque, and a motor speed;

[0042] configuring the driving parameters according to the target compensation data;

[0043] The tires are driven to travel according to the driving parameters.

[0044] In another aspect, embodiments of this specification further provide a multifunctional vehicle, comprising a driving mechanism, a steering mechanism, and an auxiliary control mechanism;

[0045] The driving mechanism is provided on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel;

[0046] The control mechanism is coupled to the driving mechanism and is used to control the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle;

[0047] The auxiliary control mechanism is configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally, and perform a calibration operation when the multi-purpose vehicle is driving abnormally;

[0048] The auxiliary control mechanism includes:

[0049] A control state sensing component, configured to determine a user's control state of the control mechanism, wherein the control state includes a linear control state and a non-linear control state;

[0050] a driving state sensing component, configured to determine the driving state of the multi-purpose vehicle, wherein the driving state includes a straight driving state and a non-straight driving state; and

[0051] a calibration controller assembly for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0052] The calibration controller component is further used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

[0053] Optionally, the driving mechanism includes a left driving assembly and a right driving assembly respectively provided on the left and right sides of the frame;

[0054] The left drive assembly and the right drive assembly each include a drive motor and a drive wheel mechanically connected to the drive motor;

[0055] The control mechanism includes a left control assembly and a right control assembly respectively provided on the left and right sides of the frame and coupled with the left drive assembly and the right drive assembly respectively;

[0056] The left control assembly and the right control assembly respectively include a left control stick, a right control stick, and corresponding rotation detection modules and drive controller modules;

[0057] The left joystick and the right joystick are configured to be controlled to rotate about a first axis between a first forward position, a middle position, and a first reverse position;

[0058] The rotation detection module is configured to detect the rotation direction and rotation angle of the corresponding joystick and generate corresponding rotation angle information;

[0059] The drive controller module is configured to control the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information.

[0060] Optionally, the method in which the drive controller module controls the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information includes:

[0061] Determining the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information;

[0062] controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction;

[0063] In response to the operating lever being rotated forward, controlling the output shaft to output power in a first rotational direction to drive the driving wheel to rotate forward;

[0064] In response to the control lever rotating backward, controlling the output shaft to output power in a second rotation direction to drive the driving wheel to rotate backward;

[0065] And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

[0066] Optionally, the method for the manipulation state perception component to determine the manipulation state includes:

[0067] determining whether the left joystick and the right joystick are both rotated forward or rotated to the first forward position, wherein the forward rotation refers to rotation to the first forward position;

[0068] In response to the left joystick and the right joystick both being rotated forward or being rotated to the first forward position, determining whether the left joystick and the right joystick are aligned;

[0069] In response to the left joystick being aligned with the right joystick, it is determined that the manipulation state of the manipulation mechanism by the user is the straight-line manipulation state.

[0070] Optionally, the method for determining whether both the left joystick and the right joystick are rotated forward includes:

[0071] Comparing the corresponding rotation angle information of the left joystick and the right joystick with an angle lower limit threshold to determine whether the rotation angle information exceeds the angle lower limit threshold;

[0072] In response to the corresponding rotation angle information of the left joystick and the right joystick both exceeding the angle lower limit threshold, it is determined that the left joystick and the right joystick are both rotated forward.

[0073] Optionally, the method for determining whether both the left joystick and the right joystick are rotated to the first forward position includes:

[0074] Comparing the corresponding rotation angle information of the left joystick and the right joystick with an angle upper limit threshold to determine whether the rotation angle information exceeds the angle upper limit threshold;

[0075] In response to the corresponding rotation angle information of the left joystick and the right joystick both exceeding the angle upper limit threshold, it is determined that the left joystick and the right joystick are both rotated to the first forward position.

[0076] Optionally, the method for determining whether the left joystick is aligned with the right joystick includes:

[0077] Determining an absolute value of a difference between the rotation angle information corresponding to the left joystick and the rotation angle information corresponding to the right joystick;

[0078] Comparing the absolute value of the difference with an angle deviation threshold to determine whether the absolute value of the difference exceeds the angle deviation threshold;

[0079] In response to the absolute value of the difference not exceeding the angular deviation threshold, it is determined that the left joystick is aligned with the right joystick.

[0080] Optionally, the control mechanism further includes an alignment detection device, and the alignment detection device is configured to determine whether the left control rod and the right control rod are aligned.

[0081] Optionally, the alignment detection device includes a signal transmitter and a signal receiver, wherein the signal transmitter is used to controllably transmit an alignment detection signal for reception by the signal receiver;

[0082] The signal transmitter and the signal receiver are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the signal transmitter and the signal receiver are directly opposite;

[0083] Wherein, the end refers to the end of the control rod away from the first axis;

[0084] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0085] controlling the signal transmitter to transmit the alignment detection signal;

[0086] determining whether the signal receiver receives the alignment detection signal from the signal transmitter;

[0087] In response to the signal receiver receiving the alignment detection signal, it is determined that the left joystick is aligned with the right joystick.

[0088] Optionally, the signal transmitter and the signal receiver are respectively an infrared signal transmitter and an infrared signal receiver.

[0089] Optionally, the signal transmitter and the signal receiver are respectively a laser signal transmitter and a laser signal receiver.

[0090] Optionally, the alignment detection device includes a Hall sensor element and a magnetic element, and the Hall sensor element is used to sense the magnetic field strength generated by the magnetic element;

[0091] The Hall effect sensor and the magnetic element are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the Hall effect sensor and the magnetic element are directly opposite to each other;

[0092] Wherein, the end refers to the end of the control rod away from the first axis;

[0093] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0094] Acquire a field strength signal generated by the Hall effect sensor sensing the magnetic field strength;

[0095] Comparing the field strength signal with a preset field strength threshold to determine whether the field strength signal exceeds the preset field strength threshold;

[0096] In response to the field strength signal exceeding the preset field strength threshold, it is determined that the left joystick is aligned with the right joystick.

[0097] Optionally, the alignment detection device includes an image recognition module and an image identifier;

[0098] The image recognition module and the image marker are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick and the right joystick are aligned, the image recognition module and the image marker are directly opposite;

[0099] Wherein, the end refers to the end of the control rod away from the first axis;

[0100] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0101] controlling the image recognition module to perform an image recognition operation, and determining whether the image recognition module recognizes the image identifier;

[0102] In response to the image recognition module recognizing the image identifier, it is determined that the left joystick is aligned with the right joystick.

[0103] Optionally, the multi-purpose vehicle further comprises an inertial measurement module, wherein the inertial measurement module is fixedly arranged relative to the vehicle frame and is used to monitor the motion state of the multi-purpose vehicle;

[0104] The method for the driving state perception component to determine the driving state includes:

[0105] Obtaining motion state information generated by the inertial measurement module;

[0106] Determining whether the heading angle component in the motion state information is zero;

[0107] In response to the heading angle component in the motion state information remaining zero, determining that the multi-purpose vehicle is in a straight-line driving state;

[0108] In response to the heading angle component in the motion state information being non-zero, determining that the multi-purpose vehicle is in a non-straight travel state;

[0109] When the multi-purpose vehicle is in a non-straight driving state, the driving state perception component is further configured to determine a yaw angle of the multi-purpose vehicle according to the heading angle component.

[0110] Optionally, the multifunctional vehicle further comprises a universal wheel assembly, wherein the universal wheel assembly is arranged at the front end of the frame and is rotatably connected to the frame;

[0111] The universal wheel assembly includes a universal wheel and a deflection detection module;

[0112] The deflection detection module is configured to detect the deflection state of the universal wheel relative to the vehicle frame and generate deflection state information accordingly;

[0113] The method for the driving state perception component to determine the driving state includes:

[0114] acquiring the deflection state information generated by the deflection detection module;

[0115] determining whether a deflection angle of the universal wheel relative to the vehicle frame is zero according to the deflection state information;

[0116] In response to the deflection angle of the universal wheel relative to the vehicle frame being maintained at zero, determining that the multi-purpose vehicle is in a straight-line driving state;

[0117] In response to a deflection angle of the universal wheel relative to the vehicle frame being non-zero, determining that the multi-purpose vehicle is in a non-straight travel state;

[0118] When the multi-purpose vehicle is in a non-straight driving state, the driving state sensing component is further configured to determine the deflection angle of the multi-purpose vehicle according to the deflection angle of the universal wheel relative to the frame.

[0119] Optionally, the universal wheel assembly further includes a rotating shaft, and the universal wheel is rotatably connected to the frame via the rotating shaft;

[0120] A shaft sleeve is formed at the front end of the frame to accommodate the rotation of the rotating shaft;

[0121] The deflection detection module includes a detection element and a sensing element;

[0122] Wherein, the sensing element is fixedly arranged on the upper end of the rotating shaft;

[0123] The detection element is arranged on the upper end cover of the sleeve and is arranged corresponding to the sensing element;

[0124] When the universal wheel rotates relative to the vehicle frame, the sensing element fixed to the upper end of the rotating shaft also rotates, and the sensing element and the detection element generate relative motion;

[0125] The detection element generates the deflection state information according to the phase motion generated by the sensing element relative to the detection element.

[0126] Optionally, the detection element is a rotation angle potentiometer.

[0127] Optionally, the detection element is a magnetic angle encoder.

[0128] Optionally, the detection element is a photoelectric angle encoder.

[0129] Optionally, the detection element is a Hall effect angle sensor.

[0130] Optionally, the detection element is a rotary transformer.

[0131] Optionally, the deflection detection module uses a voltage analog signal to represent the deflection state information.

[0132] Optionally, the deflection detection module uses a current analog signal to represent the deflection state information.

[0133] Optionally, the deflection detection module uses a resistance analog signal to represent the deflection state information.

[0134] Optionally, the deflection detection module uses a pulse width modulation signal to represent the deflection state information.

[0135] Optionally, the deflection detection module uses ABZ three-phase coded signals to represent the deflection state information.

[0136] Optionally, the deflection detection module uses a UVW three-phase coded signal to represent the deflection state information.

[0137] Optionally, the multi-functional vehicle includes a plurality of the universal wheel assemblies;

[0138] At least one of the plurality of universal wheel assemblies is provided with the deflection detection module for detecting a deflection state of the corresponding universal wheel relative to the vehicle frame.

[0139] Optionally, the method for the calibration controller component to adjust the operating state of the drive mechanism after determining that the multi-functional vehicle is running abnormally includes:

[0140] determining a yaw angle of the multi-purpose vehicle;

[0141] Compensating and adjusting corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle;

[0142] The motion control parameter includes at least one of the rotation angle information generated by the corresponding rotation detection module, the rotation speed of the drive motor, and the torque of the drive motor.

[0143] Optionally, the method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle includes:

[0144] determining the side to which the deflection angle points as the lagging side;

[0145] Performing forward iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the lagging side so as to gradually reduce the deflection angle until it is finally maintained at zero;

[0146] The forward iterative compensation adjustment includes:

[0147] Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k denote the motion control parameters after the k-1th and kth iteration compensation, θ denotes the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

[0148] Optionally, the method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle includes:

[0149] determining the side from which the deflection angle deviates as the leading side;

[0150] Performing reverse iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the leading side so as to gradually reduce the deflection angle until it is finally maintained at zero;

[0151] The reverse iterative compensation adjustment includes:

[0152] Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k denote the motion control parameters after the k-1th and kth iteration compensation, θ denotes the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

[0153] Optionally, a method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive component and the right drive component according to the deflection angle

[0154] Determine the side to which the deflection angle points as the lagging side, and determine the side from which the deflection angle deviates as the leading side;

[0155] Performing bidirectional iterative compensation adjustment on the motion control parameters of the drive motor corresponding to the leading side and the lagging side, so that the deflection angle is gradually reduced until it is finally maintained at zero;

[0156] The bidirectional iterative compensation adjustment includes:

[0157] Wherein, Φ represents the motion control parameter, They represent the motion control parameters of the drive motor on the lag side after the k-1th and kth iteration compensations, respectively. They represent the motion control parameters of the driving motor on the leading side after the k-1th and kth iteration compensation, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c z 、c c Respectively represent the corresponding correction parameters of the lagging side and the leading side, and the corresponding value range is 0 <c z ≤2,0 <c c ≤2.

[0158] In another aspect, embodiments of this specification further provide a multifunctional vehicle, comprising a driving mechanism, a steering mechanism, and an auxiliary control mechanism;

[0159] The driving mechanism is provided on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel;

[0160] The driving mechanism includes a left driving assembly and a right driving assembly respectively arranged on the left and right sides of the frame;

[0161] The control mechanism is coupled to the driving mechanism and is used to control the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle;

[0162] The control mechanism includes a left control assembly and a right control assembly respectively provided on the left and right sides of the frame and coupled with the left drive assembly and the right drive assembly respectively;

[0163] The left control assembly and the right control assembly respectively include a left control rod, a right control rod and an alignment detection device;

[0164] The left joystick and the right joystick are configured to be controlled to rotate about a first axis between a first forward position, a middle position, and a first reverse position;

[0165] The alignment detection device is configured to determine whether the left joystick is aligned with the right joystick;

[0166] The auxiliary control mechanism is configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally, and perform a calibration operation when the multi-purpose vehicle is driving abnormally;

[0167] The auxiliary control mechanism includes:

[0168] a control state sensing component configured to determine a user's control state of the control mechanism based on the positions of the left control stick and the right control stick and a detection result of the alignment detection device, wherein the control state includes a linear control state and a non-linear control state;

[0169] a driving state sensing component, configured to determine the driving state of the multi-purpose vehicle, wherein the driving state includes a straight driving state and a non-straight driving state; and

[0170] a calibration controller assembly for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0171] The calibration controller component is further used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

[0172] Optionally, the left drive assembly and the right drive assembly both include a drive motor and a drive wheel mechanically connected to the drive motor;

[0173] The left control assembly and the right control assembly further include a rotation detection module and a drive controller module corresponding to the left control stick and the right control stick respectively;

[0174] The rotation detection module is configured to detect the rotation direction and rotation angle of the corresponding joystick and generate corresponding rotation angle information;

[0175] The drive controller module is configured to control the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information.

[0176] Optionally, the method in which the drive controller module controls the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information includes:

[0177] Determining the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information;

[0178] controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction;

[0179] In response to the operating lever being rotated forward, controlling the output shaft to output power in a first rotational direction to drive the driving wheel to rotate forward;

[0180] In response to the control lever rotating backward, controlling the output shaft to output power in a second rotation direction to drive the driving wheel to rotate backward;

[0181] And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

[0182] Optionally, the method in which the manipulation state sensing component determines the user's manipulation state of the manipulation mechanism according to the positions of the left manipulation stick and the right manipulation stick and the detection result of the alignment detection device includes:

[0183] determining whether the left joystick and the right joystick are both rotated forward or rotated to the first forward position, wherein the forward rotation refers to rotation to the first forward position;

[0184] In response to the left joystick and the right joystick both rotating forward or rotating to the first forward position, determining whether the left joystick and the right joystick are aligned according to a detection result of the alignment detection device;

[0185] In response to the left joystick being aligned with the right joystick, it is determined that the manipulation state of the manipulation mechanism by the user is the straight-line manipulation state.

[0186] Optionally, the method for determining whether both the left joystick and the right joystick are rotated forward includes:

[0187] Comparing the corresponding rotation angle information of the left joystick and the right joystick with an angle lower limit threshold to determine whether the rotation angle information exceeds the angle lower limit threshold;

[0188] In response to the corresponding rotation angle information of the left joystick and the right joystick both exceeding the angle lower limit threshold, it is determined that the left joystick and the right joystick are both rotated forward.

[0189] Optionally, the method for determining whether both the left joystick and the right joystick are rotated to the first forward position includes:

[0190] Comparing the corresponding rotation angle information of the left joystick and the right joystick with an angle upper limit threshold to determine whether the rotation angle information exceeds the angle upper limit threshold;

[0191] In response to the corresponding rotation angle information of the left joystick and the right joystick both exceeding the angle upper limit threshold, it is determined that the left joystick and the right joystick are both rotated to the first forward position.

[0192] Optionally, the alignment detection device includes a signal transmitter and a signal receiver, wherein the signal transmitter is used to controllably transmit an alignment detection signal for reception by the signal receiver;

[0193] The signal transmitter and the signal receiver are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the signal transmitter and the signal receiver are directly opposite;

[0194] Wherein, the end refers to the end of the control rod away from the first axis;

[0195] The method for determining whether the left joystick and the right joystick are aligned according to a detection result of the alignment detection device includes:

[0196] controlling the signal transmitter to transmit the alignment detection signal;

[0197] determining whether the signal receiver receives the alignment detection signal from the signal transmitter;

[0198] In response to the signal receiver receiving the alignment detection signal, it is determined that the left joystick is aligned with the right joystick.

[0199] Optionally, the signal transmitter and the signal receiver are respectively an infrared signal transmitter and an infrared signal receiver.

[0200] Optionally, the signal transmitter and the signal receiver are respectively a laser signal transmitter and a laser signal receiver.

[0201] Optionally, the alignment detection device includes a Hall sensor element and a magnetic element, and the Hall sensor element is used to sense the magnetic field strength generated by the magnetic element;

[0202] The Hall effect sensor and the magnetic element are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the Hall effect sensor and the magnetic element are directly opposite to each other;

[0203] Wherein, the end refers to the end of the control rod away from the first axis;

[0204] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0205] Acquire a field strength signal generated by the Hall effect sensor sensing the magnetic field strength;

[0206] Comparing the field strength signal with a preset field strength threshold to determine whether the field strength signal exceeds the preset field strength threshold;

[0207] In response to the field strength signal exceeding the preset field strength threshold, it is determined that the left joystick is aligned with the right joystick.

[0208] Optionally, the alignment detection device includes an image recognition module and an image identifier;

[0209] The image recognition module and the image marker are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick and the right joystick are aligned, the image recognition module and the image marker are directly opposite;

[0210] Wherein, the end refers to the end of the control rod away from the first axis;

[0211] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0212] controlling the image recognition module to perform an image recognition operation, and determining whether the image recognition module recognizes the image identifier;

[0213] In response to the image recognition module recognizing the image identifier, it is determined that the left joystick is aligned with the right joystick.

[0214] Optionally, the multi-purpose vehicle further comprises an inertial measurement module, wherein the inertial measurement module is fixedly arranged relative to the vehicle frame and is used to monitor the motion state of the multi-purpose vehicle;

[0215] The method for the driving state perception component to determine the driving state includes:

[0216] Obtaining motion state information generated by the inertial measurement module;

[0217] Determining whether the heading angle component in the motion state information is zero;

[0218] In response to the heading angle component in the motion state information remaining zero, determining that the multi-purpose vehicle is in a straight-line driving state;

[0219] In response to the heading angle component in the motion state information being non-zero, determining that the multi-purpose vehicle is in a non-straight travel state;

[0220] When the multi-purpose vehicle is in a non-straight driving state, the driving state perception component is further configured to determine a yaw angle of the multi-purpose vehicle according to the heading angle component.

[0221] Optionally, the method for the calibration controller component to adjust the operating state of the drive mechanism after determining that the multi-functional vehicle is running abnormally includes:

[0222] determining a yaw angle of the multi-purpose vehicle;

[0223] Compensating and adjusting corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle;

[0224] The motion control parameter includes at least one of the rotation angle information generated by the corresponding rotation detection module, the rotation speed of the drive motor, and the torque of the drive motor.

[0225] Optionally, the method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle includes:

[0226] determining the side to which the deflection angle points as the lagging side;

[0227] Performing forward iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the lagging side so as to gradually reduce the deflection angle until it is finally maintained at zero;

[0228] The forward iterative compensation adjustment includes:

[0229] Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k denote the motion control parameters after the k-1th and kth iteration compensation, θ denotes the deflection angle, θk represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

[0230] Optionally, the method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle includes:

[0231] determining the side from which the deflection angle deviates as the leading side;

[0232] Performing reverse iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the leading side so as to gradually reduce the deflection angle until it is finally maintained at zero;

[0233] The reverse iterative compensation adjustment includes:

[0234] Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k denote the motion control parameters after the k-1th and kth iteration compensation, θ denotes the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

[0235] Optionally, a method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive component and the right drive component according to the deflection angle

[0236] Determine the side to which the deflection angle points as the lagging side, and determine the side from which the deflection angle deviates as the leading side;

[0237] Performing bidirectional iterative compensation adjustment on the motion control parameters of the drive motor corresponding to the leading side and the lagging side, so that the deflection angle is gradually reduced until it is finally maintained at zero;

[0238] The bidirectional iterative compensation adjustment includes:

[0239] Wherein, Φ represents the motion control parameter, They represent the motion control parameters of the drive motor on the lag side after the k-1th and kth iteration compensations, respectively. They represent the motion control parameters of the driving motor on the leading side after the k-1th and kth iteration compensation, θ represents the deflection angle, θ krepresents the deflection angle determined before performing the kth iteration compensation, c z 、c c Respectively represent the corresponding correction parameters of the lagging side and the leading side, and the corresponding value range is 0 <c z ≤2,0 <c c ≤2.

[0240] In another aspect, embodiments of this specification further provide a multifunctional vehicle, including a drive mechanism, a control mechanism, a universal wheel assembly, and an auxiliary control mechanism;

[0241] The driving mechanism is provided on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel;

[0242] The control mechanism is coupled to the driving mechanism and is used to control the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle;

[0243] The universal wheel assembly is arranged at the front end of the frame and is rotatably connected to the frame, and includes a universal wheel and a deflection detection module;

[0244] The deflection detection module is configured to detect the deflection state of the universal wheel relative to the vehicle frame and generate deflection state information accordingly;

[0245] The auxiliary control mechanism is configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally, and perform a calibration operation when the multi-purpose vehicle is driving abnormally;

[0246] The auxiliary control mechanism includes:

[0247] A control state sensing component, configured to determine a user's control state of the control mechanism, wherein the control state includes a linear control state and a non-linear control state;

[0248] a driving state sensing component configured to determine the driving state of the multi-purpose vehicle according to the detection result of the deflection detection module, wherein the driving state includes a straight driving state and a non-straight driving state; and

[0249] a calibration controller assembly for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0250] The calibration controller component is further used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

[0251] Optionally, the method in which the drive controller module controls the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information includes:

[0252] Determining the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information;

[0253] controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction;

[0254] In response to the operating lever being rotated forward, controlling the output shaft to output power in a first rotational direction to drive the driving wheel to rotate forward;

[0255] In response to the control lever rotating backward, controlling the output shaft to output power in a second rotation direction to drive the driving wheel to rotate backward;

[0256] And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

[0257] Optionally, the method in which the drive controller module controls the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information includes:

[0258] Determining the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information;

[0259] controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction;

[0260] In response to the operating lever being rotated forward, controlling the output shaft to output power in a first rotational direction to drive the driving wheel to rotate forward;

[0261] In response to the control lever rotating backward, controlling the output shaft to output power in a second rotation direction to drive the driving wheel to rotate backward;

[0262] And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

[0263] Optionally, the method for the manipulation state perception component to determine the manipulation state includes:

[0264] determining whether the left joystick and the right joystick are both rotated forward or rotated to the first forward position, wherein the forward rotation refers to rotation to the first forward position;

[0265] In response to the left joystick and the right joystick both being rotated forward or being rotated to the first forward position, determining whether the left joystick and the right joystick are aligned;

[0266] In response to the left joystick being aligned with the right joystick, it is determined that the manipulation state of the manipulation mechanism by the user is the straight-line manipulation state.

[0267] Optionally, the method for determining whether both the left joystick and the right joystick are rotated forward includes:

[0268] Comparing the corresponding rotation angle information of the left joystick and the right joystick with an angle lower limit threshold to determine whether the rotation angle information exceeds the angle lower limit threshold;

[0269] In response to the corresponding rotation angle information of the left joystick and the right joystick both exceeding the angle lower limit threshold, it is determined that the left joystick and the right joystick are both rotated forward.

[0270] Optionally, the method for determining whether both the left joystick and the right joystick are rotated to the first forward position includes:

[0271] Comparing the corresponding rotation angle information of the left joystick and the right joystick with an angle upper limit threshold to determine whether the rotation angle information exceeds the angle upper limit threshold;

[0272] In response to the corresponding rotation angle information of the left joystick and the right joystick both exceeding the angle upper limit threshold, it is determined that the left joystick and the right joystick are both rotated to the first forward position.

[0273] Optionally, the method for determining whether the left joystick is aligned with the right joystick includes:

[0274] Determining an absolute value of a difference between the rotation angle information corresponding to the left joystick and the rotation angle information corresponding to the right joystick;

[0275] Comparing the absolute value of the difference with an angle deviation threshold to determine whether the absolute value of the difference exceeds the angle deviation threshold;

[0276] In response to the absolute value of the difference not exceeding the angular deviation threshold, it is determined that the left joystick is aligned with the right joystick.

[0277] Optionally, the method for determining the driving state of the multi-functional vehicle according to the detection result of the deflection detection module includes:

[0278] acquiring the deflection state information generated by the deflection detection module;

[0279] determining whether a deflection angle of the universal wheel relative to the vehicle frame is zero according to the deflection state information;

[0280] In response to the deflection angle of the universal wheel relative to the vehicle frame being maintained at zero, determining that the multi-purpose vehicle is in a straight-line driving state;

[0281] In response to a deflection angle of the universal wheel relative to the vehicle frame being non-zero, determining that the multi-purpose vehicle is in a non-straight travel state;

[0282] When the multi-purpose vehicle is in a non-straight driving state, the driving state sensing component is further configured to determine the deflection angle of the multi-purpose vehicle according to the deflection angle of the universal wheel relative to the frame.

[0283] Optionally, the universal wheel assembly further includes a rotating shaft, and the universal wheel is rotatably connected to the frame via the rotating shaft;

[0284] A shaft sleeve is formed at the front end of the frame to accommodate the rotation of the rotating shaft;

[0285] The deflection detection module includes a detection element and a sensing element;

[0286] Wherein, the sensing element is fixedly arranged on the upper end of the rotating shaft;

[0287] The detection element is arranged on the upper end cover of the sleeve and is arranged corresponding to the sensing element;

[0288] When the universal wheel rotates relative to the vehicle frame, the sensing element fixed to the upper end of the rotating shaft also rotates, and the sensing element and the detection element generate relative motion;

[0289] The detection element generates the deflection state information according to the phase motion generated by the sensing element relative to the detection element.

[0290] Optionally, the detection element is a rotation angle potentiometer.

[0291] Optionally, the detection element is a magnetic angle encoder.

[0292] Optionally, the detection element is a photoelectric angle encoder.

[0293] Optionally, the detection element is a Hall effect angle sensor.

[0294] Optionally, the detection element is a rotary transformer.

[0295] Optionally, the deflection detection module uses a voltage analog signal to represent the deflection state information.

[0296] Optionally, the deflection detection module uses a current analog signal to represent the deflection state information.

[0297] Optionally, the deflection detection module uses a resistance analog signal to represent the deflection state information.

[0298] Optionally, the deflection detection module uses a pulse width modulation signal to represent the deflection state information.

[0299] Optionally, the deflection detection module uses ABZ three-phase coded signals to represent the deflection state information.

[0300] Optionally, the deflection detection module uses a UVW three-phase coded signal to represent the deflection state information.

[0301] Optionally, the multi-functional vehicle includes a plurality of the universal wheel assemblies;

[0302] At least one of the plurality of universal wheel assemblies is provided with the deflection detection module for detecting a deflection state of the corresponding universal wheel relative to the vehicle frame.

[0303] Optionally, the method for the calibration controller component to adjust the operating state of the drive mechanism after determining that the multi-functional vehicle is running abnormally includes:

[0304] determining a yaw angle of the multi-purpose vehicle;

[0305] Compensating and adjusting corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle;

[0306] The motion control parameter includes at least one of the rotation angle information generated by the corresponding rotation detection module, the rotation speed of the drive motor, and the torque of the drive motor.

[0307] Optionally, the method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle includes:

[0308] determining the side to which the deflection angle points as the lagging side;

[0309] Performing forward iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the lagging side so as to gradually reduce the deflection angle until it is finally maintained at zero;

[0310] The forward iterative compensation adjustment includes:

[0311] Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k denote the motion control parameters after the k-1th and kth iteration compensation, θ denotes the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c sIndicates the correction parameter, its value range is 0 <c s ≤2.

[0312] Optionally, the method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle includes:

[0313] determining the side from which the deflection angle deviates as the leading side;

[0314] Performing reverse iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the leading side so as to gradually reduce the deflection angle until it is finally maintained at zero;

[0315] The reverse iterative compensation adjustment includes:

[0316] Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k denote the motion control parameters after the k-1th and kth iteration compensation, θ denotes the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

[0317] Optionally, a method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive component and the right drive component according to the deflection angle

[0318] Determine the side to which the deflection angle points as the lagging side, and determine the side from which the deflection angle deviates as the leading side;

[0319] Performing bidirectional iterative compensation adjustment on the motion control parameters of the drive motor corresponding to the leading side and the lagging side, so that the deflection angle is gradually reduced until it is finally maintained at zero;

[0320] The bidirectional iterative compensation adjustment includes:

[0321] Wherein, Φ represents the motion control parameter, They represent the motion control parameters of the drive motor on the lag side after the k-1th and kth iteration compensations, respectively. They represent the motion control parameters of the driving motor on the leading side after the k-1th and kth iteration compensation, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c z 、c cRespectively represent the corresponding correction parameters of the lagging side and the leading side, and the corresponding value range is 0 <c z ≤2,0 <c c ≤2.

[0322] On the other hand, the embodiments of this specification further provide a gardening work vehicle, including a driving mechanism, a control mechanism, a functional mechanism, and an auxiliary control mechanism;

[0323] The driving mechanism is provided on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel;

[0324] The control mechanism is coupled to the driving mechanism and is used to control the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle;

[0325] The functional mechanism is configured to perform a specific gardening function in a controlled manner;

[0326] The auxiliary control mechanism is configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally, and perform a calibration operation when the multi-purpose vehicle is driving abnormally;

[0327] The auxiliary control mechanism includes:

[0328] A control state sensing component, configured to determine a user's control state of the control mechanism, wherein the control state includes a linear control state and a non-linear control state;

[0329] a driving state sensing component, configured to determine the driving state of the multi-purpose vehicle, wherein the driving state includes a straight driving state and a non-straight driving state; and

[0330] a calibration controller assembly for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0331] The calibration controller component is further used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

[0332] In another aspect, an embodiment of the present specification further provides a riding lawn mower, comprising:

[0333] Frame;

[0334] a carrying mechanism, fixedly arranged on the frame, for carrying a user to drive the riding lawn mower;

[0335] A driving mechanism, provided on the frame of the multi-purpose vehicle, for driving the multi-purpose vehicle;

[0336] a control mechanism coupled to the driving mechanism and configured to control the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle;

[0337] a mowing mechanism configured to perform a mowing function in a controlled manner, comprising a mowing motor and a cutter assembly driven by the mowing motor; and

[0338] an auxiliary control mechanism configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally and to perform a calibration operation when the multi-purpose vehicle is driving abnormally;

[0339] The auxiliary control mechanism includes:

[0340] A control state sensing component, configured to determine a user's control state of the control mechanism, wherein the control state includes a linear control state and a non-linear control state;

[0341] a driving state sensing component, configured to determine the driving state of the multi-purpose vehicle, wherein the driving state includes a straight driving state and a non-straight driving state; and

[0342] a calibration controller assembly for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0343] The calibration controller component is further used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

[0344] As can be seen from the above, the vehicle control method, multi-purpose vehicle, and gardening vehicle provided by one or more optional embodiments of this specification have the following beneficial technical effects:

[0345] The vehicle control method obtains the vehicle's operating parameters to determine in real time whether the vehicle's driving has deviated from a preset trajectory. If a deviation occurs, a correction function is activated to obtain target compensation data. The vehicle's driving parameters are configured based on the target compensation data, that is, additional correction control is applied to the wheels to actively compensate for the deviation. This allows the vehicle body posture to be corrected in real time during driving, solving the problem in the prior art of being unable to promptly and accurately handle vehicle driving deviations, thereby improving the efficiency of vehicle driving control.

[0346] The above-mentioned vehicle control method is applied to the multi-functional vehicle, garden work vehicle and riding lawn mower, and the control state sensing component and the driving state sensing component are used to monitor and sense the user's control state of the control mechanism and the actual driving state of the multi-functional vehicle in real time, and the calibration controller component is used to compare the control state and driving state sensed by the control state sensing component and the driving state sensing component in real time, so as to timely detect and determine the abnormal driving state that may occur in the multi-functional vehicle. Furthermore, when the multi-functional vehicle has a driving abnormality, the calibration controller component is used to adjust the operating state of the drive mechanism in the multi-functional vehicle, so that the driving state can be adjusted to match the control state in a timely manner, and straight-line driving calibration can be achieved to eliminate the vehicle driving abnormality. This method can ensure that the multi-functional vehicle can always accurately and correctly respond to the user's control intentions, greatly optimizing the user experience. [Brief Description of the Drawings]

[0347] The features and advantages of the present invention will be more clearly understood by referring to the accompanying drawings, which are schematic and should not be construed as limiting the present invention in any way. In the accompanying drawings:

[0348] FIG1-a shows a schematic diagram of a rechargeable lawn mowing device in a related technical solution;

[0349] FIG1-b shows a schematic diagram of the corresponding relationship between the left side control angle and the actual speed of the rechargeable lawn mower in the related technical solution;

[0350] FIG1-c shows a schematic diagram showing the corresponding relationship between the right side control angle and the actual speed of the rechargeable lawn mower in the related technical solution;

[0351] FIG1-d shows a schematic diagram of the driving deflection of a rechargeable lawn mowing device in a related technical solution;

[0352] FIG1-e is a schematic diagram showing a change in a driving trajectory during a vehicle deviation correction process in a vehicle control method provided by one or more optional embodiments of this specification;

[0353] FIG2 shows a schematic structural diagram of a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of this specification;

[0354] FIG3 shows a schematic diagram of a drive mechanism in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0355] FIG4 shows a schematic diagram of a control mechanism in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0356] FIG5 shows a schematic structural diagram of a control assembly in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0357] FIG6 is a schematic diagram showing the rotation range of a control lever in a control assembly of a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0358] FIG7 is a schematic diagram showing the correspondence between the rotation angle information of a joystick and the rotation direction and rotation angle of the corresponding joystick in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of this specification;

[0359] FIG8 shows a logic function block diagram of drive control for a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower according to one or more optional embodiments of this specification;

[0360] FIG9 is a schematic diagram showing a method for controlling the direction and speed of a drive motor by a drive control module in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0361] FIG10 shows another drive control logic function block diagram of a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0362] FIG11 is a schematic diagram showing a method for determining a control state by a control state sensing component in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0363] FIG12 is a schematic diagram showing a method for determining whether left and right joysticks are aligned in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0364] FIG13 shows another structural schematic diagram of a control mechanism in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0365] FIG14 is a schematic diagram showing another method for determining whether left and right control levers are aligned in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0366] FIG15 shows another structural schematic diagram of a control mechanism in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0367] FIG16 is a schematic diagram showing the spatial position relationship between a Hall effect sensor and a magnetic element in an alignment detection device for a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0368] FIG17 is a schematic diagram showing another method for determining whether left and right control levers are aligned in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0369] FIG18 shows another structural schematic diagram of a control mechanism in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0370] FIG19 is a schematic diagram showing another method for determining whether left and right control levers are aligned in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0371] FIG20 is a schematic diagram showing a method for determining a driving state of a driving state sensing component in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0372] FIG21 shows a schematic structural diagram of a universal wheel assembly in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0373] FIG22 is a schematic diagram showing another method for determining the driving state of a driving state sensing component in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0374] FIG23-a shows a schematic diagram of a mapping relationship between a voltage analog signal of a deflection detection module and a positive correlation between a deflection angle in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0375] FIG23-b shows a schematic diagram of a mapping relationship between a voltage analog signal of a deflection detection module and a negative correlation between a deflection angle in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0376] FIG24-a shows a schematic diagram of a mapping relationship between a current analog signal of a deflection detection module and a positive correlation between a deflection angle and a deflection angle in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0377] FIG24-b shows a schematic diagram of a mapping relationship between a current analog signal of a deflection detection module and a negative correlation between a deflection angle in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0378] FIG25-a shows a schematic diagram of a mapping relationship between a resistance analog signal of a deflection detection module and a positive correlation between a deflection angle and a deflection angle in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0379] FIG25-b shows a schematic diagram of a mapping relationship between a resistance analog signal of a deflection detection module and a negative correlation between a deflection angle and a deflection angle in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0380] FIG26-a shows a schematic diagram of a mapping relationship between a PWM signal duty cycle of a deflection detection module and a deflection angle in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0381] FIG26-b shows a schematic diagram of a mapping relationship between a PWM signal duty cycle of a deflection detection module and a negative correlation between a deflection angle and a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0382] FIG27-a shows a schematic diagram of a mapping relationship between the PWM signal frequency of a deflection detection module and the positive correlation between the deflection angle in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0383] FIG27-b shows a schematic diagram of a mapping relationship between the negative correlation between the PWM signal frequency and the deflection angle of a deflection detection module in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0384] FIG28 is a schematic diagram showing the mapping relationship between PWM signal pulses and deflection angles of a deflection detection module in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0385] FIG29 shows a schematic diagram of the mapping relationship between the three-phase coded signal of the deflection detection module ZBA and the deflection angle in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0386] FIG30 shows a schematic diagram of the mapping relationship between UVW three-phase coded signals and deflection angles of a deflection detection module in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of this specification;

[0387] FIG31 is a schematic diagram showing a method for adjusting the operating state of a calibration controller component in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided in one or more optional embodiments of this specification. [Specific implementation method]

[0388] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making any creative efforts shall fall within the scope of protection of the present invention.

[0389] Compared with traditional fuel-powered lawn mowers, rechargeable lawn mowers have the advantages of all-weather zero emissions, zero fuel consumption, low noise, and simple maintenance (no gasoline, no engine oil, no air filter, no spark plugs, no fuel storage, etc.). The drive wheels of rechargeable lawn mowers use electric motors instead of fuel engines, and the drive wheel motors can be controlled separately to achieve straight-ahead, reverse, turning, zero-turn and other motion control of the entire vehicle, reducing the structural complexity of the entire vehicle and making the control of the entire vehicle more flexible.

[0390] In some related technical solutions, cordless lawn mowers achieve driving control by independently controlling the left and right drive wheels via left and right control handles, offering advantages such as fast control response and flexible operation. However, when the control signals from the left and right control handles deviate, the left and right drive wheels are mismatched, tire pressure is insufficient, or the mower is driving sideways on a slope, it cannot accurately respond to the driver's control intentions and cannot maintain straight driving. This requires frequent and timely adjustments during operation, significantly affecting the user experience.

[0391] A specific example is given here for explanation. The rechargeable lawn mower operating device shown in Figure 1-a drives the operation of the left and right tires through the control device. During the operation of the riding device, the left control lever and the right control lever may be inconsistent due to the mechanical structure itself, errors caused by user control, or errors in the control signal, resulting in inconsistent speed signals detected by the sensor for the left and right control levers. For example, when the left control lever is pushed to the first gear, the first gear indicates the highest speed position, and the actual speed signal corresponding to the position is 95% (highest speed), as shown in Figure 1-b; and when the right wheel joystick is pushed to the first gear, the first gear indicates the highest forward speed position, and the actual speed signal corresponding to the position is 100% (highest speed), as shown in Figure 1-c. It can be seen that the actual speed of the left side will be lower than the speed of the right side, which will cause the right wheel speed to be higher than the left wheel speed, and the actual running trajectory will form an arc to the left, as shown in Figure 1-d.

[0392] The above examples are only used to illustrate the driving errors caused by the joystick. During the operation of the riding device, other factors may also cause driving errors, such as inconsistent left / right drive wheel sizes, insufficient tire pressure, or sideways driving on a slope, which may cause driving deviations. These are not specifically limited here.

[0393] Riding work equipment can experience driving deviations, failing to accurately respond to the driver's control intent and maintaining straight driving. This requires frequent and timely adjustments during operation, significantly impacting the user experience. In light of this, the purpose of this specification is to propose a vehicle control method, a multi-purpose vehicle, a garden work vehicle, and a riding lawn mower that monitor and compare the user's control intent with the vehicle's driving status in real time, and promptly perform straight-line calibration maneuvers when the vehicle exhibits driving anomalies, ensuring the vehicle accurately responds to the user's control intent and thus optimizing the user experience.

[0394] Based on the above objectives, in one aspect, an embodiment of this specification provides a vehicle control method.

[0395] In order to make the technical solutions and advantages of the embodiments of this specification more clearly understood, the following further describes the exemplary embodiments of this application in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of this application, and are not an exhaustive list of all embodiments. It should be noted that the embodiments and features of the embodiments in this application can be combined with each other unless there is a conflict.

[0396] The following briefly describes the application environment of the vehicle control method provided in the embodiments of this specification:

[0397] A vehicle control method provided in an embodiment of this specification is applied to a vehicle control system, which includes: a processor, a measurement module and a drive module, wherein the processor is connected to the measurement module, and the measurement module is connected to the drive module. The processor is used to obtain operating data sent by the measurement module and calculate an offset; and calculate compensation data based on the offset and the operating data, and compensate for the offset of the vehicle from a preset trajectory by supplementing the data, thereby adjusting the vehicle's driving mode so that the vehicle returns to the preset track. The processor can be a hardware module or a processing module in a server.

[0398] The measuring module is used to detect the running state of the vehicle during driving, so as to calculate the current driving and

[0399] For example, the measurement module can include an inertial measurement unit (IMU), which can include at least a 6-axis sensor, including a 3-axis gyroscope and a 3-axis accelerometer. The 3-axis refers to the three coordinate axes in the X, Y, and Z planes of the coordinate system. The 3-axis gyroscope measures the angular velocity of each axis, typically with an accuracy of ° / s. This refers to the number of degrees per second that a rotation can travel. The 3-axis accelerometer measures the gravitational acceleration applied to each axis. The gyroscope can be integrated to obtain the attitude angle, while the accelerometer can obtain the attitude angle based on the 3-axis relationship. The attitude angle obtained by the gyroscope is accurate in the short term but drifts over time. The attitude angle obtained by the accelerometer is highly volatile in the short term but relatively accurate over time. By fusing the data from these two sensors, leveraging their strengths and compensating for their weaknesses, a relatively accurate attitude angle can be obtained.

[0400] The driving module is used to configure the vehicle driving parameters according to the compensation data after obtaining the compensation data, thereby changing the vehicle driving mode, such as configuring the motor speed of the vehicle.

[0401] The above-mentioned vehicle control system can be detachably deployed in the riding equipment, which is convenient for vehicle driving control and system maintenance and upgrade operations.

[0402] When the system in the embodiments of this specification is deployed, the drive module may also include: a left wheel speed control joystick and a right wheel speed control joystick, a left wheel controller and a right wheel controller, the left wheel controller is connected to the left drive module, and the right wheel controller is connected to the right drive wheel motor; the left wheel speed control joystick can be located on the left side of the cab, used to control the way the vehicle drives to the left, and the right wheel speed control joystick can be located on the right side of the cab, used to control the way the vehicle drives to the right; the left wheel controller is used to control the motor of the vehicle driving to the left, and the right wheel controller is used to control the motor of the vehicle driving to the right.

[0403] The following embodiments use the processor in the above trajectory processing system as the execution subject, and specifically illustrate the method provided in the embodiments of this specification by applying it to an example where a vehicle deviates from a preset trajectory during driving. The vehicle control method provided in the embodiments of this specification includes the following steps 201 to 204:

[0404] Step 201: Obtain calibration request information.

[0405] The calibration request information is used to request that the vehicle be controlled to travel according to a preset trajectory.

[0406] The above-mentioned vehicle may at least include a vehicle used in gardening operations, such as a riding lawn mower; the vehicle is equipped with at least two control devices, each of which can control driving in one direction. If the processor detects a control signal sent by the left control device, the vehicle is driven to move to the left.

[0407] In the embodiments of this specification, whether to obtain calibration request information can be determined by detecting whether a calibration function has been triggered. The calibration function can be determined by detecting a button module or a control device, where the button module can be a physical button or a virtual button. For example, if the user presses a button on the detection display screen and the user has pushed the left / right travel control handle sensor to a preset position, a left / right wheel calibration request will be sent to the vehicle controller. Alternatively, it can be determined whether the vehicle's current driving trajectory matches a preset trajectory, such as by detecting whether the attitude angle has changed and is greater than a preset value, and then the calibration function can be automatically activated, or permission to activate the calibration function can be enabled.

[0408] Step 202: Obtain the current operating parameters of the vehicle according to the calibration request information.

[0409] The operating parameters can be used to indicate the current driving direction and posture of the vehicle. The operating parameters include at least one of attitude parameters, heading angle parameters, and displacement parameters. The operating parameters can at least be obtained through sensors, such as gyroscopes and acceleration sensors.

[0410] The vehicle's current operating parameters can be used to determine whether the vehicle is traveling along a preset path, such as whether it is traveling in a straight line.

[0411] Step 203: If the operating parameters do not match the preset trajectory, target compensation data is calculated, and the target compensation data is used to correct the driving deviation of the vehicle to comply with the preset trajectory.

[0412] The target compensation data is used to compensate for the error caused by the vehicle's deviation from the preset track. The target compensation data can be used to compensate for the motor speed or motor torque or control signal, so that the vehicle returns to the preset track. For example, if the preset track is a straight line, and the vehicle's current driving trajectory deviates to the left, it is necessary to adjust the motor, reduce the speed of the left tire, and increase the speed of the right tire to return the vehicle to a straight line.

[0413] Step 204: Modify the driving parameters of the vehicle according to the target compensation data so that the vehicle travels along a preset trajectory.

[0414] The driving parameters are used to control the vehicle's driving direction and speed, so that the vehicle can travel in any direction. They may include left-side driving parameters and right-side driving parameters. The left-side driving parameters are used to drive the vehicle to the left and the driving speed, and the right-side driving parameters are used to drive the vehicle to the right and the driving speed. For example, the vehicle may be controlled to travel left, right, forward, or backward, etc., through the driving reference.

[0415] When it is determined that offset correction is required, an offset correction torque of the distributed drive vehicle is calculated in real time based on the offset; and the offset correction torque is distributed to the plurality of wheels in real time to compensate for the offset.

[0416] The changes in the driving trajectory of the vehicle during the deviation correction process of the method provided in the embodiment of this specification are shown in Figure 1-e:

[0417] Initially, when the vehicle is traveling in a straight line with a zero target steering angle, the vehicle's trajectory is detected by changes in the attitude angle. If the calibration function is activated, a determination is made as to whether the vehicle's attitude angle has changed and is greater than a preset value. If so, target compensation data is obtained based on the preset trajectory and drive parameters of the attitude angle. Drive parameters are configured using this target compensation data to complete the deviation correction process, ultimately returning the vehicle to the preset trajectory.

[0418] The vehicle mentioned in this embodiment may be a vehicle with multiple wheels that can be independently driven and controlled. For a distributed drive vehicle, since the drive wheels are completely decoupled and independent, the vehicle is susceptible to deviation due to wheel speed imbalances. Four-wheel alignment can only correct for deviations when the vehicle is stationary. When the vehicle deviates from its intended trajectory while driving, it is typically unable to identify this deviation in real time and proactively correct it, thereby reducing the vehicle's straight-line performance.

[0419] The method provided in the present application includes, when calibrating a vehicle's driving path, determining whether a calibration function is activated, such as whether an activation calibration button is detected, whether a calibration instruction is received, etc.;

[0420] If the calibration function has been activated, a preset path is obtained, and an error threshold is determined based on the preset path. The error threshold may include: an allowable threshold for the deviation between the left travel control signal and the right travel control signal, or an allowable threshold for the deviation between the left travel motor and the right travel motor; determining whether the error between the left travel control signal and the right travel control signal corresponding to the current vehicle is greater than the threshold; or determining whether the error between the left travel motor parameter and the right travel motor parameter corresponding to the current vehicle is greater than the threshold;

[0421] If any of the judgment results in the above judgment process is greater than the threshold, calibration will begin, and the vehicle's target compensation data will be calculated based on the preset path and error; the vehicle's control signal or motor parameters will be configured according to the target compensation data to make the vehicle's driving return to the preset path.

[0422] The method provided in the embodiments of this specification obtains the vehicle's operating parameters during vehicle driving to determine in real time whether the vehicle's driving has deviated from a preset trajectory. If a deviation occurs, the correction function is activated, target compensation data is obtained, and the vehicle driving parameters are configured through the target compensation data, that is, additional correction control (such as motor torque, control signal, motor speed, etc.) is applied to the wheels to actively compensate for this deviation. This can correct the vehicle body posture in real time during vehicle driving, solving the problem of the existing technology that is unable to handle vehicle driving deviations in a timely and accurate manner, and improving the efficiency of vehicle driving control. At the same time, only a processor and a measurement module are required for calibration operations, which has a simple structure, controllable costs, and is easy to implement.

[0423] In an optional embodiment of the present application, obtaining target deviation data in step 201 includes steps 301 to 304:

[0424] Step 301: Check whether the calibration function is activated.

[0425] Whether the calibration function is activated can be detected by a hardware module or a software module, such as detecting whether a key module is triggered or whether an activation instruction is received, thereby activating the calibration function.

[0426] Step 302: Obtain a first control parameter of a left-side control module and a second control parameter of a right-side control module in the target vehicle.

[0427] In the embodiments of this specification, the driving of the vehicle can be controlled by multiple control modules, and each tire can be driven to drive according to the control parameters in the control module. The control parameters may include control instructions, sensor data, motor torque, motor speed, etc.

[0428] Step 303: Calculate a control parameter deviation between the first control parameter and the second control parameter.

[0429] The first control parameter and the second control parameter can be used to control the vehicle to travel in a preset direction. For example, if the control parameter deviation value between the first control parameter and the second control parameter is within a preset range, the vehicle can be controlled to travel in a straight line. If the control parameter deviation value between the first control parameter and the second control parameter is within a first preset threshold, the vehicle can be controlled to travel on the left side.

[0430] Here, the first control parameter is the rotation angle signal SL of the vehicle left driving control module, and the second control parameter is the rotation angle signal SR of the vehicle right driving module.

[0431] Example 1: Determine whether the steering angle signals SL (left travel control steering angle signal) and SR (right travel control steering angle signal) are both greater than the preset lower limit Smax-LT of the maximum steering angle signal output, that is, determine whether the left / right handle has been pushed forward to the top. The method for determining Smax-LT is to use the error range ±ΔS1 given in the signal sensor specification, refer to the measured error data ΔS2, and consider a certain error margin ΔS3. Comprehensive calculation results show Smax-LT = Smax-MAX(ΔS1, ΔS2) - ΔS3.

[0432] Example 2: Determine whether the absolute difference between the rotation angle signals SL and SR is less than or equal to a set threshold, i.e., |SL-SR| ≤ ΔSLR-max, where ΔSLR-max is the upper limit of the set absolute difference threshold. This determination prevents the vehicle from performing a correction operation during normal driving. In actual straight-line driving, the difference between the rotation angle signals of the left and right travel motors is within the preset threshold range. If the actual difference in the collected rotation angle signal data is too large, it indicates that the mechanical positions of the left and right handlebars are inconsistent, indicating that the driver's desired driving is not straight, but rather curves. In this case, performing straight-line compensation complicates the problem, resulting in poor or even worse compensation results, making it less effective.

[0433] Step 304: If the control deviation value is within the preset range and the calibration function has been activated, a calibration request message is generated.

[0434] When both of the above judgment conditions are met, the calibration operation is started and the compensation data is calculated; if one of the above judgment conditions is not met, a prompt message will be generated, such as a prompt light, or a sound, or an interface icon will be displayed to remind the user to align the left / right handles as physically as possible.

[0435] In the embodiments of this specification, a variety of factors are comprehensively judged to accurately determine whether the straight-line calibration function needs to be activated. For example, the judgment on whether the vehicle has activated the calibration function is to avoid erroneous operations caused by the fact that when the vehicle is stationary in actual applications, there is no possibility of vehicle offset and no need for calibration; at the same time, the vehicle control parameter deviation value is judged to avoid erroneous operations caused by the fact that when the vehicle is traveling at a non-zero target steering angle, that is, the vehicle is actually turning in a controlled manner, there is no need for the vehicle to deviate from the straight-line motion, and in this case, there is actually no need for offset compensation.

[0436] In an optional embodiment of the present application, obtaining the current operating parameters of the vehicle in step 202 may include steps 401 to 402:

[0437] Step 401: Acquire first data transmitted by a first sensor and second data transmitted by a second sensor.

[0438] The first data and the second data may include an attitude angle, which is used to describe the spatial orientation of the vehicle in the world coordinate system. The attitude angle may include a heading angle, a pitch angle, a roll angle, and the like.

[0439] The first sensor may be a device that detects angular motion, such as a gyroscope, and the second sensor may be a device that detects acceleration.

[0440] Step 402: According to the attitude calculation algorithm, the first data and the second data are fused and processed to obtain the attitude angle.

[0441] The gyroscope can calculate the attitude angle through integration, and the accelerometer can obtain the attitude angle through the relationship between the three axes of the X-axis, Y-axis, and Z-axis in the coordinate system. However, in the above calculation process, the attitude angle obtained by the gyroscope is accurate in the short term, but will drift over a long period of time; while the attitude angle obtained by the accelerometer has severe oscillations in the short term, but is relatively accurate over a long period of time. By fusing the data of these two sensors to obtain the final attitude angle, the calculation error can be reduced, the calculation accuracy can be improved, and the accurate attitude angle can be obtained.

[0442] The posture angle refers to the angle of the sensor in the world coordinate system of the vehicle. Specifically, the posture angle can be converted according to the processor coordinates and the vehicle coordinates to determine the posture coordinate data in the posture angle world coordinate system.

[0443] In the embodiment of this specification, by calculating the posture angle, it is possible to calculate whether the current vehicle trajectory deviates from the preset trajectory, so as to improve the subsequent deviation correction processing.

[0444] In an optional embodiment of the present application, calculating the target correction data of this iteration in step 203 may include steps 501 to 503:

[0445] Step 501: Obtain the type of the preset trajectory.

[0446] The above-mentioned preset trajectory includes at least one of straight-line driving, right-turn driving, left-turn driving or a special path trajectory.

[0447] Step 502: According to the type of the preset trajectory, obtain preset operating parameters that match the preset trajectory type.

[0448] The preset operating parameters may include at least one of: yaw angular velocity, lateral displacement, heading angle or attitude angle.

[0449] If the preset trajectory type is straight-line driving, you can set the preset yaw rate to zero, or set the preset lateral displacement to zero, or set the preset heading angle to zero, or set the preset attitude angle to zero.

[0450] Step 503: If the current operating parameters do not match the preset operating parameters, it is determined that the operating parameters do not match the preset trajectory.

[0451] For example, if the heading angle in the current operating parameters is greater than 20° while the heading angle of the preset path is less than 5°, it indicates that the vehicle has deviated. The embodiments of this specification calculate the current vehicle operating parameters to quantify the deviation between the current vehicle and the preset trajectory. Based on the current deviation distance, an accurate correction strategy can be formulated, thereby improving the accuracy of the correction.

[0452] In an optional embodiment of the present application, the calculation of the target correction data of this iteration in step 202 may include steps 601 to 604:

[0453] Step 601: Obtain a preset angle matched by a preset trajectory.

[0454] For example, if the preset trajectory is straight-line driving, the preset angle is determined to be zero degrees in the target coordinate system.

[0455] Step 602: Calculate the target angle according to the difference between the posture angle and the preset angle.

[0456] According to the difference between the posture angle and the preset angle, the interval in which the posture angle is located can be determined, thereby determining the direction of adjusting the vehicle.

[0457] When Ψ∈[-π~0) is in the range, the vehicle is instructed to move to the left, away from the preset trajectory. When Ψ∈(0~π] is in the range, the vehicle is instructed to move to the right, away from the preset trajectory. The range of Ψ∈[-π~0) indicates that the driving direction is deflected in the counterclockwise direction, and the range of Ψ∈(0~π] indicates that the driving direction is deflected in the clockwise direction.

[0458] According to the interval in which the posture angle is located, the adjustment direction of the vehicle driving is determined and the target compensation data is calculated.

[0459] If the posture angle is in a first interval in the target coordinate system, target compensation data is calculated based on a difference between the posture angle and a preset angle, and a vehicle driving parameter is determined to be adjusted so that the vehicle deviates in a first direction.

[0460] If the posture angle is in the second interval in the target coordinate system, target compensation data is calculated according to the difference between the posture angle and the preset angle, and it is determined to adjust the vehicle driving parameters so that the vehicle deviates to the second direction.

[0461] The above-mentioned target angle includes at least one of a first angle and a second angle; wherein the first angle refers to the angle at which the vehicle is driven to deviate to the left, so that the difference between the posture angle and the preset angle is reduced; the second angle refers to the angle at which the vehicle is driven to deviate to the right, so that the difference between the posture angle and the preset angle is reduced.

[0462] Step 603: Acquire driving parameters of the vehicle.

[0463] That is, the vehicle driving parameters are obtained when the vehicle deviates from the preset trajectory, which facilitates the subsequent analysis of the vehicle's adjustment direction and method. The vehicle driving parameters can include control signals and motor parameters. The motor parameters include at least motor speed and motor torque.

[0464] Step 604: Calculate target compensation data according to the vehicle driving parameters and the target angle.

[0465] That is, the deviation caused by the vehicle's current driving is compensated in the subsequent driving control, so that the vehicle can return to the preset track through angle adjustment.

[0466] In an optional embodiment of the present application, calculating the target compensation data according to the driving parameters of the vehicle and the target angle in step 404 may include steps 701 to 703:

[0467] Step 701: If the vehicle driving parameters include a control signal, a target signal is calculated using a target angle, and target compensation data is generated according to the target signal, so that the vehicle returns to a preset trajectory through the control signal.

[0468] The control signal includes at least a signal for controlling the vehicle to travel to the left and a signal for controlling the vehicle to travel to the right.

[0469] Step 702: If the vehicle driving parameters include an initial speed, a target speed is calculated through the target speed, and target compensation data is obtained through the target speed, so that the vehicle returns to a preset trajectory through the target speed.

[0470] The initial rotation speed includes at least an initial left rotation speed for controlling the vehicle to travel to the left and an initial right rotation speed for controlling the vehicle to travel to the right.

[0471] Step 703: If the vehicle driving parameters include an initial torque, a target torque is calculated using a target angle so that the vehicle returns to a preset trajectory using the target torque.

[0472] In an optional embodiment, when calculating the target compensation data in the embodiments of this specification, an iterative optimization calculation may be performed, and the calculation step may include:

[0473] Obtain the preset compensation coefficient, the historical compensation data of the previous round of calculation, and the target angle of the current round of calculation;

[0474] Target compensation data is calculated according to the preset compensation coefficient, historical compensation data, and target angle.

[0475] In the embodiment of this specification, the target compensation data is calculated by historical compensation data, which can save computing resources, and the adjustment is based on the last compensation result, and the adjustment amplitude changes less, which will be more conducive to the efficient operation of the device and the smooth return of the device to the preset trajectory.

[0476] In an optional embodiment, in the embodiment of this specification, the driving parameters of the vehicle are corrected according to the target compensation data, including: obtaining calibration data, and after determining to activate the calibration function, calculating the target compensation data of different compensation types, and compensating the driving parameters according to the target compensation data; driving the tires to move according to the driving parameters; wherein the different compensation types include: signal compensation, speed compensation and torque compensation; the driving parameters include the control signal, motor speed or motor torque, and the specific compensation process is as described in the above steps 701 to 703, which will not be repeated here.

[0477] Based on the same purpose, on the other hand, the embodiments of this specification also provide a multi-functional vehicle.

[0478] As shown in FIG2 , one or more optional embodiments of this specification provide a multi-functional vehicle, including:

[0479] The vehicle frame 1 is connected to a functional mechanism 12 , a driving mechanism 14 , and a control mechanism 16 .

[0480] The frame 1 at least partially extends parallel to the front-rear direction, and a carrying mechanism 100 may be provided on the frame 100. The carrying mechanism 100 is used to carry the operator of the multi-purpose vehicle and may include at least one of a seat or a standing platform. FIG2 only exemplarily shows the case where the carrying mechanism 100 includes a seat. The seat or the standing platform is used for sitting or standing during work. That is, the multi-purpose vehicle can provide a riding working mode or a standing working mode. Furthermore, the structure of the seat and the standing platform can be flexibly switched, that is, the working mode of the multi-purpose vehicle can be flexibly switched between a riding working mode and a standing working mode according to the actual needs of the working user. A handheld operating component may also be provided on the frame 1. Based on the handheld operating component, the multi-purpose vehicle can also provide a hand-pushing working mode.

[0481] The functional mechanism 12 includes an output element for outputting power to achieve a specific function. In some optional embodiments, the functional mechanism 12 is a mowing element for mowing grass. The functional mechanism is also connected to the vehicle frame 1. The functional mechanism 12 also includes a functional motor for driving the mowing element to rotate at high speed, and a control module corresponding to the functional motor.

[0482] In some optional embodiments, the functional mechanism 12 may include one or more mowing elements and one or more functional motors corresponding to the mowing elements. For example, in some embodiments, the mowing elements include three blades, and the number of corresponding functional motors is also set to three. In some specific embodiments, the functional mechanism 12 also includes a control module corresponding to the mowing motors. The control module includes a control chip, such as an MCU, ARM, etc.

[0483] In some optional embodiments, the functional mechanism 12 may also be a cleaning element for achieving cleaning energy supply. The functional mechanism further includes a functional motor for driving the cleaning element, and a control module corresponding to the functional motor.

[0484] It is understandable that in some optional embodiments, the functional mechanism can also be replaced with other functional components, such as snow sweeping, snow blowing, snow shoveling, flushing and other components. Those skilled in the art should be able to adaptively replace various functional components without creative work, and the above should all be included in the scope of protection of this embodiment.

[0485] As shown in Figure 3, the drive mechanism 14 is used to enable the multi-purpose vehicle to travel in a landscape setting, such as a lawn, garden, fence, green, or other road surface. In some optional embodiments, the drive mechanism 14 includes a left drive assembly 141 and a right drive assembly 142, respectively, disposed on the left and right sides of the vehicle frame. The left drive assembly 141 and the right drive assembly 142 each include a drive motor 143 and a drive wheel 144 mechanically connected to the drive motor 143. The drive motor 143 can transmit power to the drive wheel 144, thereby driving the drive wheel 144 to rotate, thereby driving the multi-purpose vehicle to move.

[0486] When the drive motors 143 in the left drive assembly 141 and the right drive assembly 142 drive the corresponding drive wheels 144 with different powers, a speed difference is generated between the left and right drive wheels 144, thereby causing the multi-purpose vehicle to turn.

[0487] As shown in FIG. 2 , the multi-functional vehicle further includes a power supply system 102 , which is used to supply power to the functional mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0488] The power system 102 is mounted on the vehicle frame 1 and is detachably connected thereto. The power system 102 includes a plurality of battery cells. The plurality of battery cells may be selected from at least one of a first specification battery pack and a second specification battery pack. Specification differences between the first specification battery pack and the second specification battery pack include, but are not limited to, differences in battery pack capacity, voltage, internal resistance, weight, size, energy density, cell type, charge information, and battery health status information.

[0489] In some optional embodiments, the difference between the first specification battery pack and the second specification battery pack is the different battery pack capacities. The capacity of the first specification battery pack is greater than the capacity of the second specification battery pack. The second specification battery pack is configured to provide power for handheld garden tools. For example, the second specification battery pack can power garden tools such as lawn mowers, pruners, hair dryers, and chainsaws. In addition, the second specification battery pack can also power torque output tools such as electric drills and electric hammers; power sawing tools such as electric circular saws, jigsaws, and reciprocating saws, or power grinding tools such as angle grinders and sanders.

[0490] In some optional embodiments, the difference between the first and second battery packs lies in the type of battery cells used. For example, the first and second battery packs may use lithium iron phosphate cells and ternary lithium cells, respectively. The multiple battery cells in the power supply system may also use nickel-cadmium battery cells, lead-acid battery cells, graphene battery cells, etc.

[0491] The multiple battery cells of the power supply system 102 select at least one of the first specification battery pack and the second specification battery pack. This allows the multi-functional vehicle to be compatible with battery packs of different specifications, meeting high-power working requirements while also being adaptable to handheld electric garden tools, making the staff's working method more flexible.

[0492] As shown in FIG2 , the control mechanism 16 is coupled to the driving mechanism 14 and is used to control the operating state of the driving mechanism 14 to adjust the driving state of the multi-functional vehicle.

[0493] In some optional embodiments, the control mechanism 16 is configured to include a left control component 161 and a right control component 162, corresponding to the left drive component 141 and the right drive component 142 in the drive mechanism 14. The left control component 161 and the right control component 162 are respectively coupled to the left drive component 141 and the right drive component 142 to respectively control the operating states of the left drive component 141 and the right drive component 142.

[0494] As shown in FIG. 4 to FIG. 8 , the left control assembly 161 and the right control assembly 162 respectively include a left control rod 1611 , a right control rod 1621 , and corresponding rotation detection components 163 and a drive controller module 164 .

[0495] 5 and 6 , the left control lever 1611 and the right control lever 1621 are configured to be controlled to rotate about the first axis 201 between a first forward position 202, a middle position 203, and a first backward position 204. The right control assembly 162 is used as an example for illustration, and the upper half of the right control lever 1621 is not shown.

[0496] The first axis 201 is substantially perpendicular to the extension direction of the multi-purpose vehicle body. During rotation, when the control lever approaches the front end of the vehicle frame 1, it is rotating forward and is in the forward position. The maximum forward rotation position of the control lever is the first forward position 202. When the control lever approaches the rear end of the vehicle frame 1, it is rotating backward and is in the reverse position. The maximum backward rotation position of the control lever is the first reverse position 204. When the control lever maintains a perpendicular or substantially perpendicular position relative to the vehicle frame 1, it is in the intermediate position 203.

[0497] In some optional embodiments, the control mechanism 16 is further provided with a limit plate assembly. The limit plate assembly includes a first limit plate and a second limit plate, respectively provided in the left control assembly 161 and the right control assembly 162. The first limit plate and the second limit plate are provided with limit slots to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0498] Taking the first limit plate as an example, when the left operating lever 1611 rotates around the first axis 201, it rotates in the limit groove of the first limit plate, and the front and rear ends of the limit groove correspond to the first forward position 202 and the first backward position 204 that the left operating lever 1611 can reach by rotating.

[0499] The rotation detection module 163 is set corresponding to the corresponding joystick, and specifically can be set at the position where the joystick intersects the first axis 201 to detect the rotation direction and rotation angle of the corresponding joystick and generate corresponding rotation angle information.

[0500] In some optional embodiments, the rotation detection module 163 may use a Hall angle sensor. FIG7 shows a schematic diagram illustrating the corresponding relationship between the rotation angle information output by the Hall angle sensor and the rotation direction and angle of the corresponding joystick when the Hall angle sensor is used as the rotation detection module 163.

[0501] For example, the angular orientation of the mechanical rotation of the joystick around the first axis 201 is ±20°, and the angle of the joystick rotating forward, that is, rotating close to the first forward position 202, can be defined as positive, and the relative backward rotation angle can be defined as negative; the angle of the joystick rotating backward, that is, rotating close to the first backward position 204, can also be defined as positive, and the relative forward rotation angle can be defined as negative.

[0502] The Hall effect sensor can output rotation angle information in the form of a voltage signal. The output voltage signal range corresponding to the joystick rotation angle range is [0,5V]. As shown in Figure 7, the voltage value output by the Hall effect sensor is linearly proportional to the joystick rotation angle.

[0503] As shown in Figure 8, the drive controller module 164 is communicatively connected to the rotation detection module 163 to receive the rotation angle information generated by the rotation detection module 163. Further, the drive controller module 164 is configured to control the direction and speed of the drive motor 143 in the corresponding drive component according to the rotation angle information.

[0504] As shown in FIG9 , in a multi-functional vehicle provided in one or more optional embodiments of the present specification, the method in which the drive controller module 164 controls the direction and speed of the drive motor in the corresponding drive assembly according to the rotation angle information includes:

[0505] S101: Determine the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information.

[0506] The driving controller module 164 may determine the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information.

[0507] S102: Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction.

[0508] In response to the operating lever being rotated forward, the output shaft is controlled to output power in a first rotation direction to drive the driving wheel to rotate forward.

[0509] In response to the operating lever being rotated backward, the output shaft is controlled to output power in a second rotation direction to drive the driving wheel to rotate backward.

[0510] Furthermore, the rotation speed of the output shaft of the drive motor 143 is controlled proportionally according to the rotation angle. Specifically, the drive controller module 164 can control the rotation speed of the output shaft according to the following corresponding relationship:

[0511] Where, θ represents the rotation angle of the corresponding joystick, θ max represents the maximum rotation angle of the corresponding joystick in its rotation direction; V represents the target rotation speed of the output shaft of the drive motor 143 controlled by the drive controller module 164, V max It indicates the maximum rotation speed that the output shaft of the drive motor 143 can reach under the control of the drive controller module 164 .

[0512] Taking the left control assembly 161 controlling the left drive assembly 141 as an example, the left control lever 1611 mechanically rotates about the first axis 201 to an angle of ±20°, with forward rotation being considered positive. The voltage signal output by the rotation detection module 163 in the left control assembly 161 is within a range of [0, 5V]. The drive controller module 164 can control the output shaft of the drive motor 143 to a maximum rotation speed of, for example, 2500 rpm, corresponding to a maximum travel speed of the drive wheel 144 of, for example, 12 km / h.

[0513] The rotation detection module 163 in the left control assembly 161 detects the left control lever 1611 and outputs rotation angle information of 3.0V. Based on this rotation angle information, the drive controller module 164 in the left control assembly 161 can determine that the rotation direction of the left control lever 1611 is forward, with a rotation angle of 4°. Furthermore, the drive controller module 164 controls the drive motor 143 in the left drive assembly 141 to output power in a first rotation direction, thereby driving the corresponding drive wheel 144 to rotate forward, and controls the rotation speed of the output shaft in the drive motor 143 to 500 rpm, which can drive the left drive wheel forward at a speed of 3 km / h.

[0514] The rotation detection module 163 in the left control assembly 161 detects the left control lever 1611 and outputs rotation angle information of 1.5V. Based on this rotation angle information, the drive controller module 164 in the left control assembly 161 can determine that the rotation direction of the left control lever 1611 is backward, with a rotation angle of -8°. Furthermore, the drive controller module 164 controls the drive motor 143 in the left drive assembly 141 to output power in the second rotation direction, thereby driving the corresponding drive wheel 144 to rotate backward. The drive controller module 164 controls the rotation speed of the output shaft in the drive motor 143 to 1000 rpm, which can drive the left drive wheel to travel backward at a speed of 6 km / h.

[0515] As shown in FIG10 , the multi-purpose vehicle further includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 may be integrated into the vehicle control unit (VCU) of the multi-purpose vehicle, or an independent controller module may be provided in the multi-purpose vehicle as the auxiliary control mechanism 18. The vehicle control unit (VCU) is configured to regulate the overall operating state of the multi-purpose vehicle, including controlling the operating states of the functional mechanism 12 and the drive mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0516] Those skilled in the art will appreciate that the drive controller module 164 in the left control component 161 and the right control component 162 may also be integrated with the vehicle controller VCU, which makes it easier to communicate with the vehicle controller VCU while also reducing vehicle communication lines and lowering production costs.

[0517] The auxiliary control mechanism 18 is used to monitor the driving state of the multi-purpose vehicle, determine whether it has driving abnormalities, and perform calibration operations when the multi-purpose vehicle has driving abnormalities to eliminate the vehicle driving abnormalities in a timely manner.

[0518] In some optional embodiments, the auxiliary control mechanism 18 includes a manipulation state perception component 181 , a driving state perception component 182 and a calibration controller component 183 .

[0519] The control state sensing component 181 is configured to determine the user's control state of the control mechanism 16. The control state may include a straight-line control state and a non-straight-line control state. The straight-line control state is used to indicate the user's control intention of the multi-purpose vehicle to drive in a straight line, while the non-straight-line control state is used to indicate the user's control intention of the multi-purpose vehicle to drive in a non-straight line, such as when the user controls the multi-purpose vehicle to turn left, turn right, or reverse.

[0520] In some optional embodiments, the manipulation state sensing component 181 may utilize the detection results of the rotation detection component 163 in the left manipulation component 161 and the right manipulation component 162 to determine the specific manipulation state of the user on the manipulation mechanism 16. For example, if the detection results of the rotation detection component 163 in the left manipulation component 161 and the right manipulation component 162 determine that both the left manipulation stick 1611 and the right manipulation stick 1621 are rotated forward and their rotation angles are the same or substantially the same, then the manipulation state sensing component 181 may determine that the user's manipulation state on the manipulation mechanism 16 is a linear manipulation state.

[0521] The driving state sensing component 182 is configured to determine the driving state of the multi-purpose vehicle. The driving state may include a straight driving state and a non-straight driving state. In some optional embodiments, the driving state sensing component 182 may utilize a body posture sensor provided in the multi-purpose vehicle to determine the specific driving state. For example, if the body posture sensor determines that the multi-purpose vehicle deflects during driving, the multi-purpose vehicle may be determined to be in a non-straight driving state.

[0522] The calibration controller component 183 is configured to compare the control state with the driving state to determine whether the two match. If the driving state does not match the control state, the calibration controller component 183 may determine that the multi-purpose vehicle is driving abnormally.

[0523] When the multi-purpose vehicle is determined to be experiencing a driving anomaly, the calibration controller assembly 183 may further adjust the operating state of the drive mechanism 16 so that the actual driving state of the multi-purpose vehicle matches the control state for the control mechanism 14. Specifically, the calibration controller assembly 183 may adjust the output power of the drive motors 143 in the left drive assembly 141 and the right drive assembly 142, thereby regulating the rotational speeds of the left and right drive wheels 144, and thereby changing the differential speed between the left and right drive wheels to achieve the purpose of adjusting the driving state, so that the driving state matches the control state, and eliminating the driving anomaly of the multi-purpose vehicle.

[0524] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from the user, and perform a calibration operation in response to the active calibration instruction.

[0525] The user can operate the human-machine interaction control panel in the multi-functional vehicle to input the active calibration instruction. After receiving the active calibration instruction, the auxiliary control mechanism 18 first controls the control state sensing component 181 and the driving state sensing component 182 to sense and determine the control state and the driving state, and then uses the calibration controller component 183 to compare the control state with the driving state. If the control state does not match the driving state, the calibration controller component 183 is further used to perform a calibration operation, control the operating state of the drive mechanism 14, and adjust the actual driving state of the multi-functional vehicle to match the control state, thereby eliminating vehicle driving abnormalities.

[0526] In the multi-functional vehicle, the control state sensing component and the driving state sensing component are used to monitor and sense the user's control state of the control mechanism and the actual driving state of the multi-functional vehicle in real time, and the calibration controller component is used to compare the control state and driving state sensed by the control state sensing component and the driving state sensing component in real time, so as to timely detect and determine the abnormal driving state that may occur in the multi-functional vehicle. Furthermore, when the multi-functional vehicle has a driving abnormality, the calibration controller component is used to adjust the operating state of the drive mechanism in the multi-functional vehicle, so that the driving state can be adjusted to match the control state in a timely manner, and straight-line driving calibration can be achieved to eliminate vehicle driving abnormalities. This method can ensure that the multi-functional vehicle can always accurately and correctly respond to the user's control intentions, greatly optimizing the user experience.

[0527] As shown in FIG11 , in a multi-functional vehicle provided in one or more optional embodiments of this specification, the method for the control state sensing component to determine the control state includes:

[0528] S201: Determine whether the left joystick and the right joystick are both rotated forward or rotated to the first forward position, where the forward rotation refers to rotation toward the first forward position.

[0529] According to the rotation angle information detected and determined by the rotation detection component 163 in the left control component 161 and the right control component 162, the corresponding rotation direction and rotation angle of the left control stick 1611 and the right control stick 1621 can be determined. Based on this, it can be determined whether the left control stick 1611 and the right control stick 1621 are both rotated forward or whether they are both rotated to the first forward position 202.

[0530] When both the left joystick 1611 and the right joystick 1621 are rotated forward or to the first forward position 202 under user control, it indicates that the user intends to control both the left and right drive wheels 144 to rotate forward for driving. Specifically, when both the left joystick 1611 and the right joystick 1621 are rotated to the first forward position 202, it indicates that the user intends to control both the left and right drive wheels 144 to drive forward at maximum speed. Both situations indicate the user's driving intention to control the multi-purpose vehicle to move forward.

[0531] In some optional embodiments, the corresponding rotation angle information of the left joystick 1611 and the right joystick 1621 may be compared with a preset angle lower limit threshold to determine whether the left joystick 1611 and the right joystick 1621 are rotated forward.

[0532] If the corresponding rotation angle information of the left joystick 1611 and the right joystick 1621 meets the following conditions:

[0533] That is, the rotation angles of the left joystick 1611 and the right joystick 1621 both exceed the angle lower limit threshold, and it can be determined that the left joystick 1611 and the right joystick 1621 both rotate forward.

[0534] Among them, θ L ,θ R represent the rotation angles of the left joystick 1611 and the right joystick 1621, θ lx represents the angle lower limit threshold, the angle lower limit threshold θ lx It can be flexibly adjusted according to actual conditions, and its specific value range can be, for example, (0°, 3°].

[0535] Those skilled in the art will appreciate that it is difficult for a user to precisely align the left and right joysticks when manually controlling the joystick. This can lead to manipulation errors, assembly errors in multi-purpose vehicles, and sensing errors in the rotation detection assembly 163. Considering the impact of these various possible errors, the lower angle threshold is set to avoid misjudgment caused by errors or slight shaking of the joystick.

[0536] In some optional embodiments, the corresponding rotation angle information of the left joystick 1611 and the right joystick 1621 can be compared with a preset angle upper limit threshold to determine whether the left joystick 1611 and the right joystick 1621 are both rotated to the first forward position 202.

[0537] If the corresponding rotation angle information of the left joystick 1611 and the right joystick 1621 meets the following conditions:

[0538] That is, the rotation angles of the left joystick 1611 and the right joystick 1621 both exceed the angle upper limit threshold, and it can be determined that the left joystick 1611 and the right joystick 1621 both rotate to the first forward position 202 .

[0539] Among them, θ L ,θ R represent the rotation angles of the left joystick 1611 and the right joystick 1621, θ hx represents the upper limit threshold of the angle, the upper limit threshold of the angle θ lx It can be adjusted flexibly according to actual conditions. Taking the corresponding rotation angle value of the first forward position 202 as 20° as an example, the angle upper limit threshold θ lx The specific value range may be, for example, [18°, 20°).

[0540] Those skilled in the art will appreciate that it is difficult for a user to precisely align the left and right joysticks when manually controlling the joystick. This can lead to manipulation errors, assembly errors in multi-purpose vehicles, and sensing errors in the rotation detection assembly 163. Considering the impact of various possible errors, the upper angle threshold is set to avoid misjudgment caused by errors or slight shaking of the joystick.

[0541] S202 : In response to the left joystick and the right joystick both rotating forward or rotating to the first forward position, determining whether the left joystick and the right joystick are aligned.

[0542] After clarifying the user's driving intention to control the multi-purpose vehicle to move forward, it can be further determined whether the left joystick 1611 and the right joystick 1621 are aligned in terms of spatial position relationship.

[0543] In some optional implementations, whether the left joystick 1611 and the right joystick 1621 are aligned can be determined by determining whether their respective rotation angles are equal or substantially equal. As shown in FIG12 , in a multi-functional vehicle provided in one or more optional embodiments of this specification, a method for determining whether the left joystick 1611 and the right joystick 1621 are aligned includes:

[0544] S301: Determine an absolute value of a difference |Δθ| between the rotation angle information corresponding to the left joystick and the rotation angle information corresponding to the right joystick.

[0545] S302: Compare the absolute value of the difference with an angle deviation threshold to determine whether the absolute value of the difference exceeds the angle deviation threshold.

[0546] S303: In response to the absolute value of the difference not exceeding the angle deviation threshold, determine that the left joystick is aligned with the right joystick.

[0547] That is, when the following conditions are met, the left and right joysticks can be determined to be aligned: |Δθ|=|θ L -θ R |≤(Δθ) max

[0548] Among them, θ L ,θ R represents the rotation angle of the left joystick 1611 and the right joystick 1621 respectively, and |Δθ| represents the absolute value of the difference between the two, (Δθ) max The angle deviation threshold is the upper limit of the left and right rotation deviation angle. max It can be flexibly adjusted according to actual application conditions, and its specific value range can be, for example, [1°, 5°].

[0549] Those skilled in the art will appreciate that it is difficult for a user to precisely align the left and right joysticks during manual control of the joysticks. This can lead to manipulation errors, assembly errors in multi-purpose vehicles, and sensing errors in the rotation detection assembly 163. Considering the impact of various possible errors, the angle deviation threshold is set. When the deviation between the left and right rotation angles is within the threshold range, it can be assumed that the deviation is due to various errors. However, if the deviation exceeds the threshold range, it is not due solely to errors; it can be determined that the left joystick 1611 and the right joystick 1621 are inherently misaligned, indicating that the user's desired direction of travel is not straight.

[0550] As shown in FIG13 , in a multi-function vehicle provided in one or more optional embodiments of the present specification, the control mechanism 16 further includes an alignment detection device 166. The alignment detection device 166 is configured to detect whether the left control lever 1611 is aligned with the right control lever 1621. The control state sensing component 181 can determine the control state of the control mechanism 16 based on the detection result of the alignment detection device 166.

[0551] In some optional embodiments, the alignment detection device 166 includes a signal transmitter 1661 and a signal receiver 1662. The signal transmitter 1661 is configured to controllably transmit an alignment detection signal for the signal receiver 1662 to receive.

[0552] The signal transmitter 1661 and the signal receiver 1662 are respectively located at the ends of the left joystick 1611 and the right joystick 1621. The term "end" refers to the end of the joystick away from the first axis 201. Specifically, the signal transmitter 1661 and the signal receiver 1662 are installed on the handles of the left and right joysticks, respectively. When the left joystick 1611 and the right joystick 1621 are aligned, the signal transmitter 1661 and the signal receiver 1662 are directly opposite each other. FIG13 shows the signal transmitter 1661 located at the end of the right joystick 1621 and the signal receiver 1662 located at the end of the left joystick 1611. In practice, the positions of the signal transmitter 1661 and the signal receiver 1662 can be reversed, with the signal transmitter 1661 located at the end of the left joystick 1611 and the signal receiver 1662 located at the end of the right joystick 1621.

[0553] When the signal transmitter 1661 and the signal receiver 1662 are aligned or there is only a slight deviation between them, the signal receiver 1662 can smoothly and unimpededly receive the alignment detection signal sent by the signal transmitter 1661 .

[0554] As shown in FIG14 , in some optional embodiments, the method for determining whether the left joystick is aligned with the right joystick includes:

[0555] S401: Control the signal transmitter to transmit the alignment detection signal.

[0556] The control state sensing component 181 may control the signal transmitter 1661 to continuously transmit the alignment detection signal, or may control the signal transmitter 1661 to transmit the alignment detection signal in response to the active calibration instruction input by the user after receiving the active calibration instruction input by the user.

[0557] S402: Determine whether the signal receiver receives the alignment detection signal from the signal transmitter.

[0558] The signal receiver 1662 is configured to receive the alignment detection signal. After determining that the signal transmitter 1661 starts to transmit the alignment detection signal, it is determined whether the signal receiver 1662 receives the alignment detection signal.

[0559] S403: In response to the signal receiver receiving the alignment detection signal, determining whether the left joystick is aligned with the right joystick.

[0560] The signal receiver 1662 can receive the alignment detection signal, indicating that the left joystick 1611 is aligned with the right joystick 1621, or there is only a slight deviation. In fact, the situation where there is only a slight deviation between the left and right joysticks can also be regarded as the two being aligned.

[0561] In some optional embodiments, the signal transmitter 1661 and the signal receiver 1662 may be an infrared signal transmitter and an infrared signal receiver, respectively. The signal transmitter 1661 and the signal receiver 1662 may also be a laser signal transmitter and a laser signal transmitter, respectively, or an ultrasonic signal transmitter and an ultrasonic signal receiver, respectively.

[0562] As shown in FIG15 , in some optional embodiments, the alignment detection device 166 includes a Hall sensor element 1663 and a magnetic element 1664 . The Hall sensor element 1663 is used to sense the magnetic field intensity generated by the magnetic element 1664 .

[0563] The Hall effect sensor 1663 and the magnetic element 1664 are respectively located at the ends of the left joystick 1611 and the right joystick 1621. The term "end" refers to the end of the joystick away from the first axis 201. Specifically, the Hall effect sensor 1663 and the magnetic element 1664 are installed on the handles of the left and right joysticks, respectively. When the left joystick 1611 and the right joystick 1621 are aligned, the Hall effect sensor 1663 and the magnetic element 1664 are directly opposite each other. FIG. 15 shows the Hall effect sensor 1661 located at the end of the right joystick 1621 and the magnetic element 1664 located at the end of the left joystick 1611. In practice, the positions of the Hall effect sensor 1663 and the magnetic element 1664 can be reversed, with the Hall effect sensor 1663 located at the end of the left joystick 1611 and the magnetic element 1664 located at the end of the right joystick 1621.

[0564] FIG16 is a schematic diagram illustrating different spatial positional relationships between the Hall effect sensor 1663 and the magnetic element 1664. When the Hall effect sensor 1663 and the magnetic element 1664 are in spatial positional relationship A, they are directly opposite or only slightly offset from each other, and the magnetic field intensity detected by the Hall effect sensor 1663 is at its maximum. When the Hall effect sensor 1663 and the magnetic element 1664 are in other spatial positional relationships, such as spatial positional relationship B or spatial positional relationship C, the magnetic field intensity detected by the Hall effect sensor 1663 decreases.

[0565] As shown in FIG17 , in some optional embodiments, the method for determining whether the left joystick is aligned with the right joystick includes:

[0566] S501: Acquire a field strength signal generated by the Hall sensor element sensing the magnetic field strength.

[0567] The control state sensing component 181 can maintain communication with the Hall sensor element 1663 to obtain the field strength signal. It can also obtain the field strength signal after receiving the active calibration instruction input by the user.

[0568] S502: Compare the field intensity signal with a preset field intensity threshold to determine whether the field intensity signal exceeds the preset field intensity threshold.

[0569] The field strength signal exceeds the preset field strength threshold, which can be expressed as: B≥B x

[0570] Among them, B represents the field strength signal, B x Indicates the preset field strength threshold, the preset field strength threshold: B x =δ·Bmax

[0571] B max It represents the maximum magnetic field strength that the Hall sensor element 1663 can sense, that is, the magnetic field strength value sensed when the Hall sensor element 1663 is facing the magnetic element 1664, and δ is the threshold adjustment coefficient. It can be understood by those skilled in the art that the preset field strength threshold is based on the maximum magnetic field strength B. max The threshold adjustment coefficient δ can be flexibly adjusted according to actual conditions. The value range of the threshold adjustment coefficient δ can be set to [0.9, 1]. For example, the threshold adjustment coefficient δ can be set to 0.95, 0.975, or 0.9.

[0572] S503: In response to the field strength signal exceeding the preset field strength threshold, determine that the left joystick is aligned with the right joystick.

[0573] When the Hall sensor element 1663 is facing the magnetic element 1664, the field strength signal B sensed by the Hall sensor element 1663 is equal to B max It is understood by those skilled in the art that, in fact, when there is only a slight deviation between the left joystick 1611 and the right joystick 1621, the two can be considered to be aligned. In this case, the field strength signal B x ≤B max Therefore, when the field strength signal B exceeds the preset field strength threshold B x When the left joystick 1611 is aligned with the right joystick 1621, it can be determined.

[0574] As shown in FIG. 18 , in some optional embodiments, the alignment detection device 166 includes an image recognition module 1665 and an image identifier 1666 .

[0575] ​The image recognition module 1665 and the image identifier 1666 are respectively located at the distal ends of the left joystick 1611 and the right joystick 1621. The distal ends refer to the ends of the joysticks that are away from the first axis 201. Specifically, the image recognition module 1665 and the image identifier 1666 are respectively installed on the handles of the left and right joysticks. When the left joystick 1611 and the right joystick 1621 are aligned, the image recognition module 1665 and the image identifier 1666 are directly opposite each other, and the image identifier 1666 is located in the center of the visual range of the image recognition module. The image recognition module 1665 can recognize the entire image identifier 1666. Figure 18 shows that the image recognition 1665 is set at the end of the right joystick 1621 and the image identification 1666 is set at the end of the left joystick 1611. In fact, the positions of the image recognition module 1665 and the image identification 1665 can be swapped, that is, the image recognition module 1665 is set at the end of the left joystick 1611 and the image identification 1666 is set at the end of the right joystick 1621.

[0576] As shown in FIG19 , in some optional embodiments, the method for determining whether the left joystick is aligned with the right joystick includes:

[0577] S601: Control the image recognition module to perform an image recognition operation.

[0578] S602: Determine whether the image recognition module recognizes the image identifier.

[0579] The manipulation state perception component 181 may control the image recognition module 1665 to continuously perform the image recognition operation, or may control the image recognition module 1665 to perform the image recognition operation after receiving the active calibration instruction input by the user.

[0580] After performing the image recognition operation, the image recognition module 1665 determines whether the corresponding image recognition result includes the image identifier 1666. If the image recognition result includes the image identifier 1666, it can be determined that the image recognition module 1665 recognizes the image identifier 1666.

[0581] In some optional embodiments, in response to the image identifier 1666 appearing completely in the image recognition result and being located in the center of the image recognition result, it is determined that the image recognition module 1665 can recognize the image identifier 1666.

[0582] S603: In response to the image recognition module recognizing the image identifier, determining that the left joystick is aligned with the right joystick.

[0583] When the image recognition module 1665 can recognize the image mark 1666 , it means that the image recognition module 1665 and the image mark 1666 are facing each other, so that it can be determined that the left joystick 1611 and the right joystick 1621 are aligned.

[0584] S203: In response to the left joystick being aligned with the right joystick, determining that the manipulation state of the manipulation mechanism by the user is the linear manipulation state.

[0585] When both the left control lever 1611 and the right control lever 1621 are rotated forward or rotated to the first forward position 202, and the left control lever 1611 and the right control lever 1621 are aligned in a spatial positional relationship, it indicates that the user intends to control the left and right drive wheels 144 to move forward at the same speed. Based on the principle of differential control of the left and right drive wheels, it can be understood that the user's driving intention is to control the multi-purpose vehicle to maintain straight-line travel. Therefore, it can be determined that the user's control state of the control mechanism 16 is a straight-line control state.

[0586] In the multi-functional vehicle, the alignment detection device arranged at the upper ends of the left and right control levers is used to determine whether the left and right control levers are aligned. Combined with the corresponding rotation detection module, the state of the control mechanism under the user's control can be accurately determined, thereby ensuring that the control state perception component can efficiently and accurately determine the control state.

[0587] Taking into account the possible assembly errors in the multi-functional vehicle and the possible sensing errors of the rotation detection component 163, compared with indirectly judging whether the left and right joysticks are aligned based on the rotation angle information, the alignment detection device 166 is used in the multi-functional vehicle to directly judge whether the left and right joysticks are aligned, and its detection and judgment results are more accurate and reliable.

[0588] Similarly, due to the influence of errors, the direct judgment result of the alignment detection device 166 may differ from the judgment result based on the rotation angle information. That is, the result determined by comparing the corresponding rotation angles of the left operating rod 1611 and the right operating rod 1621 is that the left operating rod 1611 and the right operating rod 1621 are misaligned, while the result determined by the alignment detection device 166 is that the left operating rod 1611 and the right operating rod 1621 are aligned. In this case, the result determined by the alignment detection device 166 shall prevail. In this case, it can be determined that the detection results of the rotation detection component 163 in the left control assembly 161 and the right control assembly 162 contain errors, and this error will have a significant impact on driving control.

[0589] Therefore, in this case, the rotation angle information output by the rotation detection component 163 in the left control component 161 and the right control component 162 can be further adjusted and calibrated to eliminate the error effect between the two.

[0590] In some optional implementations, the output data of the two rotation detection components 163 on the left and right sides can be re-determined by a step-by-step assignment method, the average value of the rotation angles output by the two can be determined, and the output data of the two can be directly adjusted and calibrated to the average value. The output data of the two can also be re-determined by a transitional assignment method, and the output data of the two can be transitionally calibrated to the average value using a ramp function. Alternatively, the output data of any one of the output data of the two rotation detection components 163 on the left and right sides can be used as the reference value, and the output data of the other side can be adjusted and calibrated to the reference value. By adjusting and calibrating, it can be ensured that when the left and right joysticks are aligned, the rotation angle information output by the corresponding rotation detection components 163 also remains consistent. This method can further ensure the stability and accuracy of the user's driving control.

[0591] One or more optional embodiments of this specification provide a multi-purpose vehicle, further comprising an inertial measurement unit (IMU). The IMU is fixed relative to the vehicle frame 1 and is used to monitor the motion state of the multi-purpose vehicle.

[0592] The inertial measurement module IMU contains a 3-axis gyroscope and a 3-axis acceleration sensor, and the 3 axes refer to the three coordinate axes XYZ in the spatial coordinate system. The inertial measurement module IMU can be used to measure the acceleration of the multi-functional vehicle, and calculate the speed based on the acceleration. The inertial measurement module IMU can also be used to determine the attitude angles of the multi-functional vehicle in different directions, including the heading angle, pitch angle and roll angle. In some optional embodiments, the measurement data of the gyroscope and acceleration sensor in the inertial measurement module IMU can be filtered by algorithms such as adaptive complementary filtering algorithm and extended Kalman filtering algorithm, and real-time attitude update can be performed by algorithms such as Euler angle algorithm, direction cosine algorithm, quaternion method, equivalent rotation algorithm, etc.

[0593] As shown in FIG20 , in some optional embodiments, the method by which the driving state perception component 182 determines the driving state includes:

[0594] S701: Acquire motion state information generated by the inertial measurement module.

[0595] The inertial vehicle module (IMU) is used to monitor the operating status of the multi-purpose vehicle in real time. The acquired motion state information may include heading angle information, pitch angle information, and roll angle information. The heading angle component is the heading angle information in the motion state information. The heading angle information is used to represent the change in the heading angle of the multi-purpose vehicle during driving, that is, the change in the driving deflection of the multi-purpose vehicle.

[0596] The variation range of the heading angle or the yaw angle of the multi-functional vehicle can be expressed in the form of a set:

[0597] [-π / 2,0]∪[0,π / 2]

[0598] The angular range represented by the subset [-π / 2, 0] corresponds to the case where the multi-purpose vehicle is veering to the left, i.e., the heading or yaw direction of the multi-purpose vehicle is counterclockwise from the forward extension direction of the multi-purpose vehicle body. In contrast, the angular range represented by the subset [0, π / 2] corresponds to the case where the multi-purpose vehicle is veering to the right, i.e., the heading or yaw direction of the multi-purpose vehicle is clockwise from the forward extension direction of the multi-purpose vehicle body.

[0599] S702: Determine whether the heading angle component in the motion state information is zero.

[0600] S703: In response to the heading angle component in the motion state information remaining zero, it is determined that the multi-functional vehicle is in a straight-line driving state.

[0601] S704: In response to the heading angle component in the motion state information being non-zero, determining that the multi-functional vehicle is in a non-straight driving state.

[0602] The heading angle of the multi-functional vehicle is kept at zero during the straight-line driving process. If the heading angle changes, it indicates that the multi-functional vehicle deflects during the driving process.

[0603] When the multi-purpose vehicle is in a non-straight driving state, the driving state perception component 182 is further configured to determine the deflection angle of the multi-purpose vehicle according to the heading angle component.

[0604] As shown in FIG2 , a multifunctional vehicle provided in one or more optional embodiments of this specification further includes a universal wheel assembly 3 . The universal wheel assembly 3 is disposed at the front end of the vehicle frame 1 and is rotatably connected to the vehicle frame 1 .

[0605] As shown in FIG. 21 , the universal wheel assembly 3 includes a universal wheel 31 and a deflection detection module 32 .

[0606] The universal wheel assembly 3 further includes a rotating shaft 33 , and a shaft sleeve 101 is formed at the front end of the matching frame 1 to accommodate the rotating shaft 33 to rotate therein. The universal wheel 31 is rotatably connected to the frame 1 via the rotating shaft 33 .

[0607] The deflection detection module 32 includes a detection element 321 and a sensing element 322 . The sensing element 322 is fixedly mounted on the upper end of the rotating shaft 101 ; the detection element 321 is mounted on the upper end cover 1011 of the sleeve 101 , corresponding to the sensing element 322 .

[0608] When the universal wheel 31 rotates relative to the vehicle frame 1, the sensing element 322 fixed to the upper end of the rotating shaft 33 also rotates accordingly, causing relative motion between the sensing element 322 and the detecting element 321. The detecting element 321 generates the deflection state information based on the relative motion of the sensing element 322 relative to the detecting element 321. The deflection state information is used to represent the deflection angle of the universal wheel 31 relative to the vehicle frame 1, that is, the angle between the plane of the universal wheel 31 and the extension direction of the multi-purpose vehicle body.

[0609] As shown in FIG22 , in a multi-functional vehicle provided in one or more optional embodiments of this specification, the method for the driving state sensing component 182 to determine the driving state includes:

[0610] S801: Acquire the deflection state information generated by the deflection detection module.

[0611] The driving state sensing component 182 can control the deflection detection module 32 to monitor the universal wheel 31 in real time to continuously obtain the deflection state information. The driving state sensing component 182 can also control the acquisition of the deflection state information after receiving the active calibration instruction input by the user.

[0612] S802: Determine whether the deflection angle of the universal wheel relative to the vehicle frame is zero according to the deflection state information.

[0613] S803: In response to the deflection angle of the universal wheel relative to the vehicle frame being kept at zero, it is determined that the multi-functional vehicle is in a straight-line driving state.

[0614] S804: In response to the deflection angle of the universal wheel relative to the vehicle frame being non-zero, determining that the multi-functional vehicle is in a non-straight travel state.

[0615] When the deflection angle remains at zero, it indicates that the universal wheel 31 remains parallel to the extension direction of the frame 1 , and it can be determined that the moving direction of the multi-functional vehicle always points to the extension direction of the vehicle body / frame, and is in a straight-line driving state.

[0616] When the deflection angle is not zero, the multi-purpose vehicle is moving along the travel path of the universal wheel 31, and it can be determined that the multi-purpose vehicle is in a non-straight travel state. When the multi-purpose vehicle is in a non-straight travel state, the travel state sensing component 182 determines the deflection angle of the multi-purpose vehicle based on the deflection angle of the universal wheel 31 relative to the vehicle frame.

[0617] The detection element 321 in the deflection detection module 32 can be a rotary angle potentiometer, a magnetic angle encoder, a photoelectric angle encoder, a Hall effect angle sensor, a rotary transformer, or other sensor elements capable of detecting a deflection angle. The sensing element 322 can be a corresponding element to the detection element 321. For example, if the detection element 321 is a Hall effect angle sensor, the sensing element 322 can be a corresponding magnetic element.

[0618] The detection element 321 in the deflection detection module 32 can be a variety of different angle sensors. Correspondingly, the deflection detection module 32 can use a suitable signal form to represent the deflection state information.

[0619] In some optional embodiments, the deflection detection module 32 may use a voltage analog signal to represent the deflection state information. As shown in Figures 23-a and 23-b, they are schematic diagrams of the mapping relationship between the voltage analog signal and the deflection state information.

[0620] The relationship between the value of the voltage analog signal and the corresponding deflection angle can be expressed as: U = k v ·ρ+U B

[0621] Wherein, U represents the voltage analog signal, ρ represents the deflection angle of the universal wheel relative to the frame, k v is the corresponding adjustment coefficient of the voltage analog signal, which can be positive or negative. B It represents the initial value of the voltage analog signal, that is, the value of the voltage analog signal when the deflection angle is zero.

[0622] Referring to Figures 23-a and 23-b, ρ∈[ρ min ,ρ max ],U∈[U min ,U max ], the specific value range can be, for example, ρ∈[0,360°], U∈[0,5V].

[0623] In some optional embodiments, the deflection detection module 32 may use a current analog signal to represent the deflection state information. As shown in Figures 24-a and 24-b, there are schematic diagrams showing the mapping relationship between the current analog signal and the deflection state information.

[0624] The relationship between the value of the current analog signal and the corresponding deflection angle can be expressed as: I = k i ·ρ+I B

[0625] Wherein, I represents the current analog signal, ρ represents the deflection angle of the universal wheel relative to the frame, k i is the adjustment coefficient of the current analog signal, which can be positive or negative. B represents the initial value of the current analog signal, that is, the value of the current analog signal when the deflection angle is zero.

[0626] Referring to Figures 24-a and 24-b, ρ∈[ρ min ,ρ max ],I∈[I min ,I max ], the specific value range can be, for example, ρ∈[0,360°], I∈[4mA,20mA].

[0627] In some optional embodiments, the detection element 321 in the deflection detection module 32 is a rotary potentiometer, and accordingly, a resistance analog signal can be used to represent the deflection state information. As shown in Figures 25-a and 25-b, there are schematic diagrams showing the mapping relationship between the resistance analog signal and the deflection state information.

[0628] The relationship between the value of the resistance analog signal and the corresponding deflection angle can be expressed as: R = k r ·ρ+R B

[0629] Wherein, I represents the resistance analog signal, ρ represents the deflection angle of the universal wheel relative to the frame, and k r is the adjustment coefficient corresponding to the resistance analog signal, which can be positive or negative. B It represents the initial value of the resistance analog signal, that is, the value of the resistance analog signal when the deflection angle is zero.

[0630] In some optional embodiments, the deflection detection module 32 may use a pulse-width modulation (PWM) signal to represent the deflection state information. The deflection state information may be represented by a PWM signal duty cycle, a PWM signal frequency, and a PWM signal pulse.

[0631] 26 - a and 26 - b are schematic diagrams showing the mapping relationship between the PWM signal duty cycle D and the deflection state information. Similar to the voltage analog signal, the PWM signal duty cycle D and the deflection angle also form a proportional relationship.

[0632] The relationship between the PWM signal duty cycle D and the corresponding deflection angle can be expressed as: D = k d ·ρ+D B

[0633] Wherein, D represents the duty cycle of the PWM signal, ρ represents the deflection angle of the universal wheel relative to the frame, and k d is the adjustment coefficient corresponding to the duty cycle of the PWM signal, which can be positive or negative. B represents the initial value of the duty cycle of the PWM signal, that is, the duty cycle when the deflection angle is zero.

[0634] 27-a and 27-b are schematic diagrams showing the mapping relationship between the PWM signal frequency F and the deflection state information. Similar to the voltage analog signal, the PWM signal frequency F and the deflection angle also form a proportional relationship.

[0635] The relationship between the PWM signal frequency F and the corresponding deflection angle can be expressed as: F = k f ·ρ+F B

[0636] Wherein, F represents the PWM signal frequency, ρ represents the deflection angle of the universal wheel relative to the frame, k f is the adjustment coefficient corresponding to the PWM signal frequency, which can be positive or negative, ρ B represents the initial value of the PWM signal frequency, that is, the frequency when the deflection angle is zero.

[0637] The deflection state information can also be represented by a PWM signal pulse digital signal. Referring to FIG28 , the PWM signal uses different low-level durations and high-level durations to represent "0" and "1" respectively, forming a string of binary codes to represent the specific value of the deflection angle.

[0638] In some optional embodiments, the deflection detection module 32 may use an ABZ three-phase coded signal to represent the deflection state information. Referring to FIG29 , a pulse diagram of the ABZ three-phase coded signal is shown. In the ABZ three-phase coded signal, the A-channel signal generates a positive pulse for each rotation in the direction of the deflection angle, the B-channel signal generates a positive pulse with a 90° phase difference from the A-channel signal for each rotation in the direction of the deflection angle, and the Z-channel signal generates a single pulse for each rotation in the direction of the rotation to mark the zero point / position.

[0639] Similarly, some optional embodiments may also employ a UVW three-phase coded signal to represent the deflection state information. As shown in FIG30 , in the UVW three-phase coded signal, the U / V / W channel signals are pulse signals with a 120° offset from each other. Combining these three-channel pulse signals can accurately represent the deflection angle of the universal wheel relative to the vehicle frame.

[0640] Those skilled in the art will appreciate that the deflection detection module 32 and the driving state sensing component 182 can communicate via analog signals, PWM signals, ABZ signals, or UVW signals. Furthermore, the deflection detection module 32 can communicate with the driving state sensing component 182 via SPI, I2C, SSI, UART serial port, RS-232, RS-485, CAN, LIN, infrared, or Bluetooth, converting the determined deflection angle information of the universal wheel 31 into driving communication data and transmitting it to the driving state sensing component.

[0641] One or more optional embodiments of the present specification provide a multi-functional vehicle, comprising a plurality of universal wheel assemblies 3. At least one of the plurality of universal wheel assemblies 3 is provided with a deflection detection module 32 for detecting a deflection angle of the corresponding universal wheel 31 relative to the vehicle frame 1.

[0642] If multiple deflection detection modules 32 are provided in multiple universal wheel assemblies 3, if the deflection angles detected by the multiple deflection detection modules 32 change dramatically or differ greatly, it indicates that the posture of the multi-purpose vehicle is also changing dramatically. In this case, it is not suitable to perform a calibration operation.

[0643] In the multi-purpose vehicle, the deflection detection module in the universal wheel assembly is used to determine the deflection state of the universal wheel relative to the vehicle frame, and thereby determine the driving state of the multi-purpose vehicle. Compared to changes in the overall posture of the multi-purpose vehicle, changes in the deflection of the universal wheel during driving are more sensitive. Determining the driving state of the multi-purpose vehicle by detecting the deflection of the universal wheel can more sensitively and accurately determine whether the multi-purpose vehicle is in a straight-line driving state or a non-straight-line driving state.

[0644] As shown in FIG31 , in a multi-purpose vehicle provided in one or more optional embodiments of this specification, the method in which the calibration controller component 183 adjusts the operating state of the drive mechanism 14 after determining that the multi-purpose vehicle is driving abnormally includes:

[0645] S901: Determine the deflection angle of the multi-purpose vehicle.

[0646] The deflection angle is determined according to the inertial measurement module IMU or the deflection detection module 32 in the universal wheel assembly 3 .

[0647] S902: Compensate and adjust corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle.

[0648] Based on the principle of differential control between the left and right drive wheels, a feedback adjustment mechanism can be employed to iteratively compensate and adjust the motion control parameters of the drive motors 143 in the left and right drive assemblies 141 and 142 according to the deflection angle. Each compensation adjustment makes a smaller change to the motion control parameters to reduce the deflection angle. Through multiple compensation adjustments, the deflection angle is reduced to zero until it is ultimately zero, thereby restoring the multi-purpose vehicle to straight-line travel.

[0649] The motion control parameter includes at least one of the rotation angle information generated by the corresponding rotation detection module, the rotation speed of the drive motor, and the torque of the drive motor.

[0650] In a multi-functional vehicle provided in one or more optional embodiments of the present specification, a method in which the calibration controller component compensates and adjusts the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle includes:

[0651] determining the side to which the deflection angle points as the lagging side;

[0652] Performing forward iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the lagging side so as to gradually reduce the deflection angle until it is finally maintained at zero;

[0653] The forward iterative compensation adjustment includes:

[0654] Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k denote the motion control parameters after the k-1th and kth iteration compensation, θ denotes the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

[0655] Taking the multi-purpose vehicle deflecting to the left as an example, the deflection angle points to the left, indicating that the driving speed of the drive wheel 144 in the left drive component 141 is lower than that of the right side, and accordingly the left side is determined to be the lagging side. A positive compensation adjustment is performed on the motion control parameter associated with the drive wheel 144 in the left drive component 141. In some optional embodiments, a positive compensation adjustment can be performed on the rotation angle information generated by the rotation detection component 163 in the left control component 161 to increase the rotation angle information, thereby indirectly controlling the drive wheel 144 in the left drive component 141 to increase the rotation speed. In some optional embodiments, a positive compensation adjustment can be performed on the rotation speed or torque of the drive motor 143 in the left drive component 141 to directly increase the rotation speed of the corresponding drive wheel.

[0656] By adjusting the motion control parameters, the difference in driving speed between the left and right driving wheels 144 can be reduced, thereby gradually reducing the driving deflection angle of the multi-purpose vehicle until straight-line driving is restored.

[0657] In a multi-functional vehicle provided in one or more optional embodiments of the present specification, a method in which the calibration controller component compensates and adjusts the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle includes:

[0658] determining the side from which the deflection angle deviates as the leading side;

[0659] Performing reverse iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the leading side so as to gradually reduce the deflection angle until it is finally maintained at zero;

[0660] The reverse iterative compensation adjustment includes:

[0661] Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k denote the motion control parameters after the k-1th and kth iteration compensation, θ denotes the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

[0662] Taking the multi-purpose vehicle deflecting to the left as an example, the deflection angle points to the left, indicating that the driving speed of the drive wheel 144 in the right drive component 142 is higher than that of the left side, and accordingly the right side is determined to be the leading side. The motion control parameter associated with the drive wheel 144 in the right drive component 142 is subjected to reverse compensation adjustment. In some optional embodiments, the rotation angle information generated by the rotation detection component 163 in the right control component 162 can be subjected to reverse compensation adjustment to reduce the rotation angle information, thereby indirectly controlling the drive wheel 144 in the right drive component 142 to reduce the rotation speed. In some optional embodiments, the rotation speed or torque of the drive motor 143 in the right drive component 142 can be subjected to reverse compensation adjustment to directly reduce the rotation speed of the corresponding drive wheel.

[0663] By adjusting the motion control parameters, the difference in driving speed between the left and right driving wheels 144 can be reduced, thereby gradually reducing the driving deflection angle of the multi-purpose vehicle until straight-line driving is restored.

[0664] In a multi-functional vehicle provided in one or more optional embodiments of the present specification, a method in which the calibration controller component compensates and adjusts the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle includes:

[0665] Determine the side to which the deflection angle points as the lagging side, and determine the side from which the deflection angle deviates as the leading side;

[0666] Performing bidirectional iterative compensation adjustment on the motion control parameters of the drive motor corresponding to the leading side and the lagging side, so that the deflection angle is gradually reduced until it is finally maintained at zero;

[0667] The bidirectional iterative compensation adjustment includes:

[0668] Wherein, Φ represents the motion control parameter, They represent the motion control parameters of the drive motor on the lag side after the k-1th and kth iteration compensations, respectively. They represent the motion control parameters of the driving motor on the leading side after the k-1th and kth iteration compensation, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c z 、c c Respectively represent the corresponding correction parameters of the lagging side and the leading side, and the corresponding value range is 0 <c z ≤2,0 <c c ≤2.

[0669] Taking the multi-purpose vehicle as an example, if the deflection angle points to the left, this indicates that the driving wheel 144 in the right drive assembly 141 is traveling at a higher speed than the left. Accordingly, the right side is determined to be the leading side, and the left side is determined to be the lagging side. Inverse compensation adjustments can be made to the motion control parameters associated with the driving wheels 144 in the left and right drive assemblies 141, 142, respectively. In some optional embodiments, compensation adjustments can be made to the rotation angle information generated by the rotation detection components 163 in the left and right control assemblies 161, 162, reducing the right rotation angle information and increasing the left rotation angle information. This indirectly controls the left drive wheel 144 to increase its speed and the right drive wheel 144 to decrease its speed. In some optional embodiments, compensation adjustments can be made to the speed or torque of the drive motors 143 in the left and right drive assemblies 141, 142, respectively, directly increasing the left drive wheel speed and decreasing the right drive wheel speed.

[0670] By adjusting the motion control parameters, the difference in driving speed between the left and right driving wheels 144 can be reduced, thereby gradually reducing the driving deflection angle of the multi-purpose vehicle until straight-line driving is restored.

[0671] The iterative compensation adjustment scheme is described in detail below with reference to specific embodiments.

[0672] Compensation methods include:

[0673] (1) Directly compensate for the difference in rotation angle signals output by the corresponding rotation detection components of the left / right joysticks. Specifically, it can be divided into: unilateral signal forward compensation; unilateral signal reverse compensation; bilateral signal compensation.

[0674] (2) Compensation for speed difference (calibration of target speed difference of left / right driving wheels), which can be divided into: unilateral speed positive compensation; unilateral speed reverse compensation; bilateral speed compensation

[0675] (3) Compensation for torque difference (calibration of target torque difference of left / right driving wheels), which can be divided into: unilateral torque positive compensation; unilateral torque reverse compensation; bilateral torque compensation

[0676] In some optional embodiments, unilateral signal / speed / torque compensation is performed:

[0677] According to the angle range ([-π / 2, 0] or [0, π / 2], or other angle ranges) or positive or negative sign of the deflection angle θ of the multi-functional vehicle, it is determined which side is compensated, which is specifically divided into two types: positive compensation and reverse compensation.

[0678] a) Positive compensation, also known as small value positive compensation

[0679] When θ∈[-π / 2~0) interval, it means that the left rotation angle signal / left drive wheel motor speed / left drive wheel motor output torque is too small and needs to be increased, which is positive compensation.

[0680] The compensation formula is:

[0681] In the above formula:

[0682] S' L The data after direct compensation of the left joystick rotation detection component output angle signal / left drive wheel motor speed / left drive wheel motor output torque;

[0683] S L Output angle signal / left drive wheel motor speed / left drive wheel motor output torque for the original left joystick rotation detection component;

[0684] c s It is the engineering experience correction value, and its value range is 0 <c s ≤2, used to control the convergence speed;

[0685] Compensated rotation angle signal data S' L Will gradually increase, the left wheel speed will gradually increase, and the vehicle trajectory will gradually shift to the right, so θ will gradually tend to zero. The above formula is discretized as:

[0686] In the above formula:

[0687] S Lk The data after direct compensation of the current left joystick rotation detection component output angle signal / left drive wheel motor speed / left drive wheel motor output torque;

[0688] S Lk-1 The data after direct compensation of the angle signal output by the left joystick rotation detection component / the speed of the left drive wheel motor / the output torque of the left drive wheel motor for the last time;

[0689] θ k is the current multi-purpose vehicle driving deflection angle;

[0690] When θ is equal to zero, record the current S Lk , then the final compensation value S CL , the compensation value formula is: S CL =S Lk -S L0

[0691] In the above formula:

[0692] S CL Direct compensation data for the output angle signal of the left joystick rotation detection component / left drive wheel motor compensation speed / left drive wheel motor output torque compensation data, S CL >0;

[0693] S Lk The data of the last time (when θ is equal to zero) when the left joystick rotation detection component outputs the angle signal directly compensated / the speed of the left drive motor compensated / the output torque of the left drive wheel motor compensated;

[0694] S L0 The data after direct compensation of the initial left joystick rotation detection component output angle signal / initial left drive wheel motor speed after compensation / left drive wheel motor output torque, that is, the original left joystick rotation detection component output angle signal / original left travel motor speed / original left drive wheel motor output torque, S L0 =S L ;

[0695] The data stored is S CL ,S CL >0 and S CR ,S CR = 0. This method belongs to the successive approximation fitting correction method. Its advantage is that the compensation data is more accurate and avoids the possible over-compensation caused by directly using it as compensation data when the θ deviation is large.

[0696] When θ∈[0~π / 2], it means that the output angle signal / right drive wheel motor speed / right drive wheel motor output torque of the right joystick rotation detection component is too small and needs to be increased, which is positive compensation.

[0697] The compensation formula is:

[0698] In the above formula:

[0699] S' R The data after direct compensation of the right joystick rotation detection component output angle signal / right drive wheel motor speed / right drive wheel motor output torque;

[0700] S ROutput angle signal / right drive wheel motor speed / right drive wheel motor output torque for the original right joystick rotation detection component;

[0701] c s It is the engineering experience correction value, and its value range is 0 <c s ≤2, used to control the convergence speed;

[0702] Since θ is greater than zero, the compensated rotation angle signal data S' R will gradually increase, the speed of the right wheel will gradually increase, and the trajectory of the entire vehicle will gradually shift to the left, so θ will gradually tend to zero. The above formula is discretized as:

[0703] In the above formula:

[0704] S Rk The data after direct compensation of the current right joystick rotation detection component output angle signal / right drive wheel motor speed / right drive wheel motor output torque;

[0705] S Rk-1 The data after direct compensation of the angle signal output by the last right joystick rotation detection component / right drive wheel motor speed / right drive wheel motor output torque;

[0706] θ k It is the current multi-purpose vehicle driving deflection angle.

[0707] When θ is equal to zero, record the current S Rk , then the final compensation value S CR , the compensation value formula is: S CR =S Rk -S R0

[0708] In the above formula:

[0709] S CR Direct compensation data for the output angle signal of the right joystick rotation detection component / right drive wheel motor compensation speed / right drive wheel motor output torque compensation data (S CR >0);

[0710] S Rk The data of the last time (when θ is equal to zero) when the right joystick rotation detection component outputs the angle signal directly compensated / the speed of the right drive wheel motor compensated / the output torque of the right drive wheel motor compensated;

[0711] S R0The data after the initial right joystick rotation detection component output angle signal is directly compensated / the speed of the right drive wheel motor after compensation / the output torque of the right drive wheel motor, that is, the original right joystick rotation detection component output angle signal / the speed of the right drive wheel motor / the output torque of the right drive wheel motor (S R0 =S R );

[0712] The data stored is S CL ,S CL =0 and S CR ,S CR >0. This method belongs to the successive approximation fitting correction method. Its advantage is that the compensation data is more accurate and avoids the possible over-compensation caused by directly using it as compensation data when the θ deviation is large.

[0713] b) Inverse compensation, also known as large value inverse compensation

[0714] When θ∈[-π / 2~0) interval, it means that the output angle signal of the right joystick rotation detection component is too large and needs to be reduced. When θ∈[0~π / 2] interval, it means that the output angle signal / right drive wheel motor speed / right drive wheel motor output torque of the right joystick rotation detection component is too large and needs to be reduced, which is reverse compensation.

[0715] The compensation formula is:

[0716] In the above formula:

[0717] S' R The data after direct compensation of the right joystick rotation detection component output angle signal / right drive wheel motor speed / right drive wheel motor output torque;

[0718] S R Output angle signal / right drive wheel motor speed / right drive wheel motor output torque for the original right joystick rotation detection component;

[0719] c s It is the engineering experience correction value, and its value range is 0 <c s ≤2, used to control the convergence speed;

[0720] Since θ is less than zero, the compensated rotation angle signal data S' R Will gradually decrease, the speed of the right wheel will gradually decrease, and the trajectory of the entire vehicle will gradually shift to the right, so θ will gradually tend to zero. The above formula is discretized as:

[0721] In the above formula:

[0722] S RkThe data after direct compensation of the current right joystick rotation detection component output angle signal / right drive wheel motor speed / right drive wheel motor output torque;

[0723] S Rk-1 The data after direct compensation of the angle signal output by the last right joystick rotation detection component / right drive wheel motor speed / right drive wheel motor output torque;

[0724] θ k is the current multi-purpose vehicle driving deflection angle;

[0725] When θ is equal to zero, record the current S Rk , then the final compensation value S CR , the compensation value formula is: S CR =S Rk -S R0

[0726] In the above formula:

[0727] S CR Direct compensation data for the output angle signal of the right joystick rotation detection component / right drive wheel motor compensation speed / right drive wheel motor output torque compensation data (S CR <0);

[0728] S Rk The data of the last time (when θ is equal to zero) when the right joystick rotation detection component outputs the angle signal directly compensated / the speed of the right drive wheel motor compensated / the output torque of the right drive wheel motor compensated;

[0729] S R0 The data after the initial right joystick rotation detection component output angle signal is directly compensated / the initial right drive wheel motor speed after compensation / the initial right drive wheel motor output torque, that is, the original right joystick rotation detection component output angle signal / the original right drive wheel motor speed / the original right drive wheel motor output torque (S R0 =S R );

[0730] The data stored is S CL ,S CL =0 and S CR ,S CR <0. This method belongs to the successive approximation fitting correction method. Its advantage is that the compensation data is more accurate and avoids the possible over-compensation caused by directly using 0 as compensation data when the deviation is large.

[0731] When θ∈(0~π / 2], as shown in Supplementary Figure 3 above, it means that the rotation angle output by the left joystick rotation detection component is too large and needs to be reduced, which is reverse compensation.

[0732] The compensation formula is:

[0733] In the above formula:

[0734] S' L The data after direct compensation of the left joystick rotation detection component output angle signal / left travel motor speed / left drive wheel motor output torque;

[0735] S L Output angle signal / left drive wheel motor speed / left drive wheel motor output torque for the original left joystick rotation detection component;

[0736] c s It is the engineering experience correction value, and its value range is 0 <c s ≤2, used to control the convergence speed;

[0737] Since θ is greater than zero, the compensated rotation angle signal data S' L Will gradually decrease, the left wheel speed will gradually decrease, and the vehicle trajectory will gradually shift to the left, so θ will gradually tend to zero. The above formula is discretized as:

[0738] In the above formula:

[0739] S Lk The data after direct compensation of the current left joystick rotation detection component output angle signal / left drive wheel motor speed / left drive wheel motor output torque;

[0740] S Lk-1 The data after direct compensation of the angle signal output by the left joystick rotation detection component / the speed of the left drive wheel motor / the output torque of the left drive wheel motor for the last time;

[0741] θ k is the current multi-purpose vehicle driving deflection angle;

[0742] When θ is equal to zero, record the current S Lk , then the final compensation value S CL , the compensation value formula is: S CL =S Lk -S L0

[0743] In the above formula:

[0744] S CL Direct compensation data for the output angle signal of the left joystick rotation detection component / left drive wheel motor compensation speed / left drive wheel motor output torque (S CL <0);

[0745] S LkThe data of the last time (when θ is equal to zero) when the left joystick rotation detection component outputs the angle signal directly compensated / the speed of the left drive wheel motor compensated / the output torque of the left drive wheel motor compensated;

[0746] S L0 The data after direct compensation of the initial left joystick rotation detection component output angle signal / the compensated speed of the left drive wheel motor / the output torque of the left drive wheel motor, that is, the original left joystick rotation detection component output angle signal / the speed of the left drive wheel motor / the output torque of the left drive wheel motor (S L0 =S L );

[0747] The data stored is S CL ,S CL <0 and S CR ,S CR = 0. This method belongs to the successive approximation fitting correction method. Its advantage is that the compensation data is more accurate and avoids the possible over-compensation caused by directly using it as compensation data when the θ deviation is large.

[0748] In some alternative embodiments, bilateral compensation is performed.

[0749] The compensation formula is:

[0750] The above formula is discretized into:

[0751] When θ∈[-π / 2~0) interval, it means that the rotation angle / left drive wheel motor speed / left drive wheel motor output torque output by the left joystick rotation detection component are relatively small and need to be increased, and the angle signal / right drive wheel motor speed / right drive wheel motor output torque output by the right joystick rotation detection component are relatively large and need to be reduced.

[0752] Since θ is less than zero, the compensated rotation angle signal data / left drive wheel motor speed / left drive wheel motor output torque S' L Will gradually increase, S' R Will gradually decrease, the speed of the left wheel will gradually increase, the speed of the right wheel will gradually decrease, and the trajectory of the entire vehicle will gradually shift to the right, so θ will gradually approach zero.

[0753] When θ is equal to zero, record the current S Lk , then the final compensation value S CL , the compensation value formula is: S CL =S Lk -S L0

[0754] The data stored is S CL ,S CL >0 and S CR ,S CR <0.

[0755] When θ∈(0~π / 2], it indicates that the rotation angle output by the left joystick rotation detection component / the left drive wheel motor speed / the left drive wheel motor output torque are relatively large and need to be reduced. The angle signal output by the right joystick rotation detection component / the right drive wheel motor speed / the right drive wheel motor output torque are relatively small and need to be increased.

[0756] Since θ is greater than zero, the compensated rotation angle signal data / right drive wheel motor speed / right drive wheel motor output torque S' R Will gradually increase, S' L It will gradually decrease, the speed of the right wheel will gradually increase, the speed of the left wheel will gradually decrease, and the trajectory of the entire vehicle will gradually shift to the left, so 0 will gradually approach zero.

[0757] When θ is equal to zero, record the current S Rk , then the final compensation value S CR , the compensation value formula is: S CR =S Rk -S R0

[0758] The data stored is S CL ,S CL <0 and S CR ,S CR >0.

[0759] This method belongs to the successive approximation fitting correction method. Its advantage is that the compensation data is more accurate and avoids the possible over-compensation caused by directly using it as compensation data when the θ deviation is large.

[0760] In some optional embodiments, the above-mentioned unilateral signal compensation and bilateral signal compensation may be used in combination.

[0761] The advantage of unilateral signal compensation is that it can compensate for over-limit, that is, the compensated side can compensate more than the other side (non-compensated side). This can also be used for calibration compensation for some special situations, such as tire pressure imbalance, wheel wear on one side, road tilt, and other non-straight driving caused by deviations in the non-rotational angle signal itself. The disadvantage is that the convergence speed is slow and the calibration time is long.

[0762] The advantages of bilateral signal compensation are fast convergence speed and short calibration time; the disadvantage is that it cannot compensate over the limit. The result of the calibration is that the left and right rotation angle signals / drive wheel speeds / compensated data are infinitely close. This cannot solve the non-straight driving conditions caused by deviations in the non-rotation angle signals themselves, such as tire pressure imbalance, wheel wear on one side, and road tilt.

[0763] Therefore, the two methods can be combined. First, bilateral signal compensation is used to take advantage of fast convergence to achieve a coarse calibration effect in a shorter time. Then the calibration mode is switched to unilateral signal compensation for fine adjustment to achieve better and more optimal calibration effect.

[0764] In the multi-purpose vehicle, when an abnormal driving condition occurs, the calibration controller component adjusts the operating state of the multi-purpose vehicle's drive mechanism. This iterative compensation adjustment of the drive mechanism's operating state employs forward compensation, reverse compensation, or bidirectional compensation. This allows the multi-purpose vehicle's deflection angle to be promptly reduced to zero, aligning the driving state with the control state. This achieves straight-line driving calibration and eliminates the abnormal driving condition. This approach ensures that the multi-purpose vehicle always accurately and correctly responds to the user's control intent, significantly enhancing the user experience.

[0765] One or more embodiments of the present specification also provide a multi-purpose vehicle.

[0766] As shown in FIG2 , one or more optional embodiments of this specification provide a multi-functional vehicle, including:

[0767] The vehicle frame 1 is connected to a functional mechanism 12 , a driving mechanism 14 , and a control mechanism 16 .

[0768] The frame 1 at least partially extends parallel to the front-rear direction, and a carrying mechanism 100 may be provided on the frame 100. The carrying mechanism 100 is used to carry an operator of the gardening vehicle.

[0769] The functional mechanism 12 includes an output element for outputting power to achieve a specific function. In some optional embodiments, the functional mechanism 12 is a mowing element for mowing grass. The functional mechanism is also connected to the vehicle frame 1. The functional mechanism 12 also includes a functional motor for driving the mowing element to rotate at high speed, and a control module corresponding to the functional motor.

[0770] As shown in FIG3 , the drive mechanism 14 is used to enable the gardening vehicle to travel within a garden setting, such as a lawn, garden, fence, green, or other road surface. In some optional embodiments, the drive mechanism 14 includes a left drive assembly 141 and a right drive assembly 142, respectively disposed on the left and right sides of the vehicle frame. The left drive assembly 141 and the right drive assembly 142 each include a drive motor 143 and a drive wheel 144 mechanically connected to the drive motor 143. The drive motor 143 can transmit power to the drive wheel 144, thereby driving the drive wheel 144 to rotate, thereby driving the gardening vehicle to move.

[0771] When the drive motors 143 in the left drive assembly 141 and the right drive assembly 142 drive the corresponding drive wheels 144 with different powers, a speed difference is generated between the left and right drive wheels 144, thereby causing the gardening vehicle to turn.

[0772] The gardening vehicle further includes a power supply system 102 , which is used to supply power to the functional mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0773] As shown in FIG2 , the control mechanism 16 is coupled to the driving mechanism 14 and is used to control the operating state of the driving mechanism 14 to adjust the driving state of the gardening vehicle.

[0774] In some optional embodiments, the control mechanism 16 is configured to include a left control component 161 and a right control component 162, corresponding to the left drive component 141 and the right drive component 142 in the drive mechanism 14. The left control component 161 and the right control component 162 are respectively coupled to the left drive component 141 and the right drive component 142 to respectively control the operating states of the left drive component 141 and the right drive component 142.

[0775] As shown in FIG. 4 to FIG. 8 , the left control assembly 161 and the right control assembly 162 respectively include a left control rod 1611 , a right control rod 1621 , and corresponding rotation detection components 163 and a drive controller module 164 .

[0776] As shown in Figures 5 and 6, the left joystick 1611 and the right joystick 1621 are configured to be controlled to rotate about a first axis 201 between a first forward position 202, an intermediate position 203, and a first reverse position 204. The first axis 201 is substantially perpendicular to the extension direction of the vehicle body. During rotation, when the joystick rotates toward the front end of the frame 1, it rotates forward and is in the forward position, and the maximum position the joystick can reach by rotating forward is the first forward position 202; when the joystick rotates toward the rear end of the frame 1, it rotates backward and is in the reverse position, and the maximum position the joystick can reach by rotating backward is the first reverse position 204; when the joystick maintains a vertical or substantially vertical positional relationship with the frame 1, it is in the intermediate position 203.

[0777] In some optional embodiments, the control mechanism 16 is further provided with a limit plate assembly. The limit plate assembly includes a first limit plate and a second limit plate, respectively provided in the left control assembly 161 and the right control assembly 162. The first limit plate and the second limit plate are provided with limit slots to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0778] Taking the first limit plate as an example, when the left operating lever 1611 rotates around the first axis 201, it rotates in the limit groove of the first limit plate, and the front and rear ends of the limit groove correspond to the first forward position 202 and the first backward position 204 that the left operating lever 1611 can reach by rotating.

[0779] The rotation detection module 163 is set corresponding to the corresponding joystick, and specifically can be set at the position where the joystick intersects the first axis 201 to detect the rotation direction and rotation angle of the corresponding joystick and generate corresponding rotation angle information.

[0780] In some optional embodiments, the rotation detection module 163 may use a Hall angle sensor. FIG7 shows a schematic diagram illustrating the corresponding relationship between the rotation angle information output by the Hall angle sensor and the rotation direction and angle of the corresponding joystick when the Hall angle sensor is used as the rotation detection module 163.

[0781] For example, the angular orientation of the mechanical rotation of the joystick around the first axis 201 is ±20°, and the angle of the joystick rotating forward, that is, rotating close to the first forward position 202, can be defined as positive, and the relative backward rotation angle can be defined as negative; the angle of the joystick rotating backward, that is, rotating close to the first backward position 204, can also be defined as positive, and the relative forward rotation angle can be defined as negative.

[0782] The Hall effect sensor can output rotation angle information in the form of a voltage signal. The output voltage signal range corresponding to the joystick rotation angle range is [0,5V]. As shown in Figure X, the voltage value output by the Hall effect sensor is linearly proportional to the joystick rotation angle.

[0783] The drive controller module 164 is communicatively connected to the rotation detection module 163 to receive the rotation angle information generated by the rotation detection module 163. Further, the drive controller module 164 is configured to control the direction and speed of the drive motor 143 in the corresponding drive component according to the rotation angle information.

[0784] As shown in FIG10 , the gardening vehicle further includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 can be integrated into the vehicle control unit (VCU) of the gardening vehicle, or an independent controller module can be provided in the gardening vehicle as the auxiliary control mechanism 18. The vehicle control unit (VCU) is configured to regulate the overall operating state of the gardening vehicle, including controlling the operating states of the functional mechanism 12 and the drive mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0785] Those skilled in the art will appreciate that the drive controller module 164 in the left control component 161 and the right control component 162 may also be integrated with the vehicle controller VCU, which makes it easier to communicate with the vehicle controller VCU while also reducing vehicle communication lines and lowering production costs.

[0786] The auxiliary control mechanism 18 is used to monitor the driving state of the gardening work vehicle, determine whether it is driving abnormally, and perform a calibration operation when the gardening work vehicle has a driving abnormality, so as to eliminate the vehicle driving abnormality in time.

[0787] In some optional embodiments, the auxiliary control mechanism 18 includes a manipulation state perception component 181 , a driving state perception component 182 and a calibration controller component 183 .

[0788] The control state sensing component 181 is configured to determine the user's control state of the control mechanism 16. The control state may include a linear control state and a non-linear control state. The linear control state is used to indicate the user's control intention of the gardening vehicle to drive in a straight line, while the non-linear control state may indicate the user's control intention of the gardening vehicle to drive in a non-linear direction, for example, the user controls the gardening vehicle to turn left, turn right, or reverse, etc.

[0789] As shown in FIG13 , in a multi-function vehicle provided in one or more optional embodiments of the present specification, the control mechanism 16 further includes an alignment detection device 166. The alignment detection device 166 is configured to detect whether the left control lever 1611 is aligned with the right control lever 1621. The control state sensing component 181 can determine the control state of the control mechanism 16 based on the detection result of the alignment detection device 166.

[0790] In some optional embodiments, the alignment detection device 166 includes a signal transmitter 1661 and a signal receiver 1662. The signal transmitter 1661 is used to controllably transmit an alignment detection signal for reception by the signal receiver 1662. The signal transmitter 1661 and the signal receiver 1662 are respectively disposed at the ends of the left joystick 1611 and the right joystick 1621. The ends refer to the ends of the joysticks away from the first axis 201, that is, the signal transmitter 1661 and the signal receiver 1662 are respectively mounted on the handles of the left and right joysticks. When the left joystick 1611 and the right joystick 1621 are aligned, the signal transmitter 1661 and the signal receiver 1662 are directly opposite each other. Figure 13 shows that the signal transmitter 1661 is set at the end of the right joystick 1621 and the signal receiver 1662 is set at the end of the left joystick 1611. In fact, the positions of the signal transmitter 1661 and the signal receiver 1662 can be swapped, that is, the signal transmitter 1661 is set at the end of the left joystick 1611 and the signal receiver 1662 is set at the end of the right joystick 1621.

[0791] When the signal transmitter 1661 and the signal receiver 1662 are aligned or only slightly offset, the signal receiver 1662 can smoothly and unimpededly receive the alignment detection signal from the signal transmitter 1661. The control state sensing component 181 can determine whether the left joystick 1611 and the right joystick 1621 are aligned by determining whether the signal receiver has received the alignment detection signal from the signal transmitter, and further determine the control state based on the rotation angle of the left and right joysticks.

[0792] The driving state sensing component 182 is configured to determine the driving state of the gardening vehicle. The driving state may include a straight driving state and a non-straight driving state. In some optional embodiments, the driving state sensing component 182 may utilize a body posture sensor provided in the gardening vehicle to determine the specific driving state. For example, if the body posture sensor determines that the gardening vehicle deviates during travel, the gardening vehicle may be determined to be in a non-straight driving state.

[0793] The calibration controller component 183 is configured to compare the control state with the driving state to determine whether the two match. If the driving state does not match the control state, the calibration controller component 183 may determine that the gardening vehicle is driving abnormally.

[0794] When the gardening vehicle is determined to be experiencing a driving anomaly, the calibration controller assembly 183 may further adjust the operating state of the drive mechanism 16 so that the actual driving state of the gardening vehicle matches the control state for the control mechanism 14. Specifically, the calibration controller assembly 183 may adjust the output power of the drive motors 143 in the left and right drive assemblies 141 and 142, thereby regulating the rotational speeds of the left and right drive wheels 144, and thereby changing the differential speed between the left and right drive wheels to adjust the driving state, aligning the driving state with the control state, and eliminating the driving anomaly of the gardening vehicle.

[0795] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from the user, and perform a calibration operation in response to the active calibration instruction.

[0796] The user can operate the human-machine interaction control panel in the gardening work vehicle to input the active calibration instruction. After receiving the active calibration instruction, the auxiliary control mechanism 18 first controls the control state sensing component 181 and the driving state sensing component 182 to sense and determine the control state and the driving state, and then uses the calibration controller component 183 to compare the control state with the driving state. If the control state does not match the driving state, the calibration controller component 183 is further used to perform a calibration operation, control the operating state of the drive mechanism 14, and adjust the actual driving state of the gardening work vehicle to match the control state, thereby eliminating vehicle driving abnormalities.

[0797] In the garden work vehicle, the control state perception component and the driving state perception component are used to monitor and perceive the user's control state of the control mechanism and the actual driving state of the garden work vehicle in real time, and the calibration controller component is used to compare the control state and driving state perceived by the control state perception component and the driving state perception component in real time, so that the abnormal driving state that may occur in the garden work vehicle can be detected and determined in time. Furthermore, when the garden work vehicle has a driving abnormality, the calibration controller component is used to adjust the operating state of the drive mechanism in the garden work vehicle, so that the driving state can be adjusted to match the control state in time, and straight-line driving calibration can be achieved to eliminate vehicle driving abnormalities. This method can ensure that the garden work vehicle can always accurately and correctly respond to the user's control intentions, greatly optimizing the user experience.

[0798] One or more embodiments of the present specification also provide a multi-purpose vehicle.

[0799] As shown in FIG2 , one or more optional embodiments of this specification provide a multi-functional vehicle, including:

[0800] The vehicle frame 1 is connected to a functional mechanism 12 , a driving mechanism 14 , and a control mechanism 16 .

[0801] The frame 1 at least partially extends parallel to the front-rear direction, and a carrying mechanism 100 may be provided on the frame 100. The carrying mechanism 100 is used to carry an operator of the gardening vehicle.

[0802] The functional mechanism 12 includes an output element for outputting power to achieve a specific function. In some optional embodiments, the functional mechanism 12 is a mowing element for mowing grass. The functional mechanism is also connected to the vehicle frame 1. The functional mechanism 12 also includes a functional motor for driving the mowing element to rotate at high speed, and a control module corresponding to the functional motor.

[0803] As shown in FIG3 , the drive mechanism 14 is used to enable the gardening vehicle to travel within a garden setting, such as a lawn, garden, fence, green, or other road surface. In some optional embodiments, the drive mechanism 14 includes a left drive assembly 141 and a right drive assembly 142, respectively disposed on the left and right sides of the vehicle frame. The left drive assembly 141 and the right drive assembly 142 each include a drive motor 143 and a drive wheel 144 mechanically connected to the drive motor 143. The drive motor 143 can transmit power to the drive wheel 144, thereby driving the drive wheel 144 to rotate, thereby driving the gardening vehicle to move.

[0804] When the drive motors 143 in the left drive assembly 141 and the right drive assembly 142 drive the corresponding drive wheels 144 with different powers, a speed difference is generated between the left and right drive wheels 144, thereby causing the gardening vehicle to turn.

[0805] The gardening vehicle further includes a power supply system 102 , which is used to supply power to the functional mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0806] As shown in FIG2 , the control mechanism 16 is coupled to the driving mechanism 14 and is used to control the operating state of the driving mechanism 14 to adjust the driving state of the gardening vehicle.

[0807] In some optional embodiments, the control mechanism 16 is configured to include a left control component 161 and a right control component 162, corresponding to the left drive component 141 and the right drive component 142 in the drive mechanism 14. The left control component 161 and the right control component 162 are respectively coupled to the left drive component 141 and the right drive component 142 to respectively control the operating states of the left drive component 141 and the right drive component 142.

[0808] As shown in FIG. 4 to FIG. 8 , the left control assembly 161 and the right control assembly 162 respectively include a left control rod 1611 , a right control rod 1621 , and corresponding rotation detection components 163 and a drive controller module 164 .

[0809] As shown in Figures 5 and 6, the left joystick 1611 and the right joystick 1621 are configured to be controlled to rotate about a first axis 201 between a first forward position 202, an intermediate position 203, and a first reverse position 204. The first axis 201 is substantially perpendicular to the extension direction of the vehicle body. During rotation, when the joystick rotates toward the front end of the frame 1, it rotates forward and is in the forward position, and the maximum position the joystick can reach by rotating forward is the first forward position 202; when the joystick rotates toward the rear end of the frame 1, it rotates backward and is in the reverse position, and the maximum position the joystick can reach by rotating backward is the first reverse position 204; when the joystick maintains a vertical or substantially vertical positional relationship with the frame 1, it is in the intermediate position 203.

[0810] In some optional embodiments, the control mechanism 16 is further provided with a limit plate assembly. The limit plate assembly includes a first limit plate and a second limit plate, respectively provided in the left control assembly 161 and the right control assembly 162. The first limit plate and the second limit plate are provided with limit slots to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0811] Taking the first limit plate as an example, when the left operating lever 1611 rotates around the first axis 201, it rotates in the limit groove of the first limit plate, and the front and rear ends of the limit groove correspond to the first forward position 202 and the first backward position 204 that the left operating lever 1611 can reach by rotating.

[0812] The rotation detection module 163 is set corresponding to the corresponding joystick, and specifically can be set at the position where the joystick intersects the first axis 201 to detect the rotation direction and rotation angle of the corresponding joystick and generate corresponding rotation angle information.

[0813] In some optional embodiments, the rotation detection module 163 may use a Hall angle sensor. FIG7 shows a schematic diagram illustrating the corresponding relationship between the rotation angle information output by the Hall angle sensor and the rotation direction and angle of the corresponding joystick when the Hall angle sensor is used as the rotation detection module 163.

[0814] For example, the angular orientation of the mechanical rotation of the joystick around the first axis 201 is ±20°, and the angle of the joystick rotating forward, that is, rotating close to the first forward position 202, can be defined as positive, and the relative backward rotation angle can be defined as negative; the angle of the joystick rotating backward, that is, rotating close to the first backward position 204, can also be defined as positive, and the relative forward rotation angle can be defined as negative.

[0815] The Hall effect sensor can output rotation angle information in the form of a voltage signal. The output voltage signal range corresponding to the joystick rotation angle range is [0,5V]. As shown in Figure 7, the voltage value output by the Hall effect sensor is linearly proportional to the joystick rotation angle.

[0816] The drive controller module 164 is communicatively connected to the rotation detection module 163 to receive the rotation angle information generated by the rotation detection module 163. Further, the drive controller module 164 is configured to control the direction and speed of the drive motor 143 in the corresponding drive component according to the rotation angle information.

[0817] As shown in FIG10 , the gardening vehicle further includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 can be integrated into the vehicle control unit (VCU) of the gardening vehicle, or an independent controller module can be provided in the gardening vehicle as the auxiliary control mechanism 18. The vehicle control unit (VCU) is configured to regulate the overall operating state of the gardening vehicle, including controlling the operating states of the functional mechanism 12 and the drive mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0818] Those skilled in the art will appreciate that the drive controller module 164 in the left control component 161 and the right control component 162 may also be integrated with the vehicle controller VCU, which makes it easier to communicate with the vehicle controller VCU while also reducing vehicle communication lines and lowering production costs.

[0819] The auxiliary control mechanism 18 is used to monitor the driving state of the gardening work vehicle, determine whether it is driving abnormally, and perform a calibration operation when the gardening work vehicle has a driving abnormality, so as to eliminate the vehicle driving abnormality in time.

[0820] In some optional embodiments, the auxiliary control mechanism 18 includes a manipulation state perception component 181 , a driving state perception component 182 and a calibration controller component 183 .

[0821] The control state sensing component 181 is configured to determine the user's control state of the control mechanism 16. The control state may include a linear control state and a non-linear control state. The linear control state is used to indicate the user's control intention of the gardening vehicle to drive in a straight line, while the non-linear control state may indicate the user's control intention of the gardening vehicle to drive in a non-linear direction, for example, the user controls the gardening vehicle to turn left, turn right, or reverse, etc.

[0822] The driving state sensing component 182 is configured to determine the driving state of the gardening vehicle. The driving state may include a straight driving state and a non-straight driving state. In some optional embodiments, the driving state sensing component 182 may utilize a body posture sensor provided in the gardening vehicle to determine the specific driving state. For example, if the body posture sensor determines that the gardening vehicle deviates during travel, the gardening vehicle may be determined to be in a non-straight driving state.

[0823] As shown in FIG2 , a multifunctional vehicle provided in one or more optional embodiments of this specification further includes a universal wheel assembly 3 . The universal wheel assembly 3 is disposed at the front end of the vehicle frame 1 and is rotatably connected to the vehicle frame 1 .

[0824] As shown in FIG. 21 , the universal wheel assembly 3 includes a universal wheel 31 and a deflection detection module 32 .

[0825] The universal wheel assembly 3 further includes a rotating shaft 33 , and a shaft sleeve 101 is formed at the front end of the matching frame 1 to accommodate the rotating shaft 33 to rotate therein. The universal wheel 31 is rotatably connected to the frame 1 via the rotating shaft 33 .

[0826] The deflection detection module 32 includes a detection element 321 and a sensing element 322 . The sensing element 322 is fixedly mounted on the upper end of the rotating shaft 101 ; the detection element 321 is mounted on the upper end cover 1011 of the sleeve 101 , corresponding to the sensing element 322 .

[0827] When the universal wheel 31 rotates relative to the vehicle frame 1, the sensing element 322 fixed to the upper end of the rotating shaft 33 also rotates accordingly, causing relative motion between the sensing element 322 and the detecting element 321. The detecting element 321 generates the deflection state information based on the relative motion of the sensing element 322 relative to the detecting element 321. The deflection state information is used to represent the deflection angle of the universal wheel 31 relative to the vehicle frame 1, that is, the angle between the plane of the universal wheel 31 and the extension direction of the multi-purpose vehicle body.

[0828] The driving state sensing component 182 can use the deflection angle information of the universal wheel 31 relative to the vehicle frame determined by the deflection detection module 32 in the universal wheel assembly 3 to determine the driving state.

[0829] The calibration controller component 183 is configured to compare the control state with the driving state to determine whether the two match. If the driving state does not match the control state, the calibration controller component 183 may determine that the gardening vehicle is driving abnormally.

[0830] When the gardening vehicle is determined to be experiencing a driving anomaly, the calibration controller assembly 183 may further adjust the operating state of the drive mechanism 16 so that the actual driving state of the gardening vehicle matches the control state for the control mechanism 14. Specifically, the calibration controller assembly 183 may adjust the output power of the drive motors 143 in the left and right drive assemblies 141 and 142, thereby regulating the rotational speeds of the left and right drive wheels 144, and thereby changing the differential speed between the left and right drive wheels to adjust the driving state, aligning the driving state with the control state, and eliminating the driving anomaly of the gardening vehicle.

[0831] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from the user, and perform a calibration operation in response to the active calibration instruction.

[0832] The user can operate the human-machine interaction control panel in the gardening work vehicle to input the active calibration instruction. After receiving the active calibration instruction, the auxiliary control mechanism 18 first controls the control state sensing component 181 and the driving state sensing component 182 to sense and determine the control state and the driving state, and then uses the calibration controller component 183 to compare the control state with the driving state. If the control state does not match the driving state, the calibration controller component 183 is further used to perform a calibration operation, control the operating state of the drive mechanism 14, and adjust the actual driving state of the gardening work vehicle to match the control state, thereby eliminating vehicle driving abnormalities.

[0833] In the garden work vehicle, the control state perception component and the driving state perception component are used to monitor and perceive the user's control state of the control mechanism and the actual driving state of the garden work vehicle in real time, and the calibration controller component is used to compare the control state and driving state perceived by the control state perception component and the driving state perception component in real time, so that the abnormal driving state that may occur in the garden work vehicle can be detected and determined in time. Furthermore, when the garden work vehicle has a driving abnormality, the calibration controller component is used to adjust the operating state of the drive mechanism in the garden work vehicle, so that the driving state can be adjusted to match the control state in time, and straight-line driving calibration can be achieved to eliminate vehicle driving abnormalities. This method can ensure that the garden work vehicle can always accurately and correctly respond to the user's control intentions, greatly optimizing the user experience.

[0834] Based on the same purpose, the embodiments of this specification also provide a gardening work vehicle.

[0835] As shown in FIG2 , one or more optional embodiments of this specification provide a gardening vehicle, including:

[0836] The vehicle frame 1 is connected to a functional mechanism 12 , a driving mechanism 14 , and a control mechanism 16 .

[0837] The frame 1 at least partially extends parallel to the front-to-back direction, and a carrying mechanism 100 may be provided on the frame 100. The carrying mechanism 100 is used to carry the operator of the garden work vehicle, and may include at least one of a seat or a standing platform. FIG3 only exemplarily shows the case where the carrying mechanism 100 includes a seat. The seat or the standing platform is used for sitting or standing during work. That is, the garden work vehicle can provide a riding working mode or a standing working mode. Furthermore, the structure of the seat and the standing platform can be flexibly switched, that is, the working mode of the garden work vehicle can be flexibly switched between a riding working mode and a standing working mode according to the actual needs of the working user. A handheld operating component may also be provided on the frame 1. Based on the handheld operating component, the garden work vehicle can also provide a hand-push working mode.

[0838] The functional mechanism 12 includes an output element for outputting power to achieve a specific function. In some optional embodiments, the functional mechanism 12 is a mowing element for mowing grass. The functional mechanism is also connected to the vehicle frame 1. The functional mechanism 12 also includes a functional motor for driving the mowing element to rotate at high speed, and a control module corresponding to the functional motor.

[0839] In some optional embodiments, the functional mechanism 12 may include one or more mowing elements and one or more functional motors corresponding to the mowing elements. For example, in some embodiments, the mowing elements include three blades, and the number of corresponding functional motors is also set to three. In some specific embodiments, the functional mechanism 12 also includes a control module corresponding to the mowing motors. The control module includes a control chip, such as an MCU, ARM, etc.

[0840] In some optional embodiments, the functional mechanism 12 may also be a cleaning element for achieving cleaning energy supply. The functional mechanism further includes a functional motor for driving the cleaning element, and a control module corresponding to the functional motor.

[0841] It is understandable that in some optional embodiments, the functional mechanism can also be replaced with other functional components, such as snow sweeping, snow blowing, snow shoveling, flushing and other components. Those skilled in the art should be able to adaptively replace various functional components without creative work, and the above should all be included in the scope of protection of this embodiment.

[0842] As shown in FIG3 , the drive mechanism 14 is used to enable the gardening vehicle to travel within a garden setting, such as a lawn, garden, fence, green, or other road surface. In some optional embodiments, the drive mechanism 14 includes a left drive assembly 141 and a right drive assembly 142, respectively disposed on the left and right sides of the vehicle frame. The left drive assembly 141 and the right drive assembly 142 each include a drive motor 143 and a drive wheel 144 mechanically connected to the drive motor 143. The drive motor 143 can transmit power to the drive wheel 144, thereby driving the drive wheel 144 to rotate, thereby driving the gardening vehicle to move.

[0843] When the drive motors 143 in the left drive assembly 141 and the right drive assembly 142 drive the corresponding drive wheels 144 with different powers, a speed difference is generated between the left and right drive wheels 144, thereby causing the gardening vehicle to turn.

[0844] The gardening vehicle further includes a power supply system 102 , which is used to supply power to the functional mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0845] The power system 102 is mounted on the vehicle frame 1 and is detachably connected to the vehicle frame 1. The power system 102 includes a plurality of battery cells. The plurality of battery cells may be selected from at least one of a first specification battery pack and a second specification battery pack. Specification differences between the first specification battery pack and the second specification battery pack include, but are not limited to, differences in battery pack capacity, voltage, battery internal resistance, weight, size, energy density, cell type, charge information, and battery health status information.

[0846] In some optional embodiments, the difference between the first specification battery pack and the second specification battery pack is the different battery pack capacities. The capacity of the first specification battery pack is greater than the capacity of the second specification battery pack. The second specification battery pack is configured to provide power for handheld garden tools. For example, the second specification battery pack can power garden tools such as lawn mowers, pruners, hair dryers, and chainsaws. In addition, the second specification battery pack can also power torque output tools such as electric drills and electric hammers; power sawing tools such as electric circular saws, jigsaws, and reciprocating saws, or power grinding tools such as angle grinders and sanders.

[0847] In some optional embodiments, the difference between the first and second battery packs lies in the type of battery cells used. For example, the first and second battery packs may use lithium iron phosphate cells and ternary lithium cells, respectively. The multiple battery cells in the power supply system may also use nickel-cadmium battery cells, lead-acid battery cells, graphene battery cells, etc.

[0848] The multiple battery cells of the power supply system 102 select at least one of the first specification battery pack and the second specification battery pack. This allows the garden work vehicle to be compatible with battery packs of different specifications, meeting high-power working requirements while also being adaptable to handheld electric garden tools, making the staff's working method more flexible.

[0849] As shown in FIG2 , the control mechanism 16 is coupled to the driving mechanism 14 and is used to control the operating state of the driving mechanism 14 to adjust the driving state of the gardening vehicle.

[0850] In some optional embodiments, the control mechanism 16 is configured to include a left control component 161 and a right control component 162, corresponding to the left drive component 141 and the right drive component 142 in the drive mechanism 14. The left control component 161 and the right control component 162 are respectively coupled to the left drive component 141 and the right drive component 142 to respectively control the operating states of the left drive component 141 and the right drive component 142.

[0851] As shown in FIG. 4 to FIG. 8 , the left control assembly 161 and the right control assembly 162 respectively include a left control rod 1611 , a right control rod 1621 , and corresponding rotation detection components 163 and a drive controller module 164 .

[0852] As shown in Figures 5 and 6, the left joystick 1611 and the right joystick 1621 are configured to be controlled to rotate about a first axis 201 between a first forward position 202, an intermediate position 203, and a first reverse position 204. The first axis 201 is substantially perpendicular to the extension direction of the vehicle body. During rotation, when the joystick rotates toward the front end of the frame 1, it rotates forward and is in the forward position, and the maximum position the joystick can reach by rotating forward is the first forward position 202; when the joystick rotates toward the rear end of the frame 1, it rotates backward and is in the reverse position, and the maximum position the joystick can reach by rotating backward is the first reverse position 204; when the joystick maintains a vertical or substantially vertical positional relationship with the frame 1, it is in the intermediate position 203.

[0853] In some optional embodiments, the control mechanism 16 is further provided with a limit plate assembly. The limit plate assembly includes a first limit plate and a second limit plate, respectively provided in the left control assembly 161 and the right control assembly 162. The first limit plate and the second limit plate are provided with limit slots to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0854] Taking the first limit plate as an example, when the left operating lever 1611 rotates around the first axis 201, it rotates in the limit groove of the first limit plate, and the front and rear ends of the limit groove correspond to the first forward position 202 and the first backward position 204 that the left operating lever 1611 can reach by rotating.

[0855] The rotation detection module 163 is set corresponding to the corresponding joystick, and specifically can be set at the position where the joystick intersects the first axis 201 to detect the rotation direction and rotation angle of the corresponding joystick and generate corresponding rotation angle information.

[0856] In some optional embodiments, the rotation detection module 163 may use a Hall effect sensor. FIG7 shows a schematic diagram illustrating the corresponding relationship between the rotation angle information output by the Hall effect sensor and the rotation direction and angle of the joystick when the Hall effect sensor is used as the rotation detection module 163.

[0857] For example, the angular orientation of the mechanical rotation of the joystick around the first axis 201 is ±20°, and the angle of the joystick rotating forward, that is, rotating close to the first forward position 202, can be defined as positive, and the relative backward rotation angle can be defined as negative; the angle of the joystick rotating backward, that is, rotating close to the first backward position 204, can also be defined as positive, and the relative forward rotation angle can be defined as negative.

[0858] The Hall effect sensor can output rotation angle information in the form of a voltage signal. The output voltage signal range corresponding to the joystick rotation angle range is [0,5V]. As shown in Figure 7, the voltage value output by the Hall effect sensor is linearly proportional to the joystick rotation angle.

[0859] As shown in Figure 8, the drive controller module 164 is communicatively connected to the rotation detection module 163 to receive the rotation angle information generated by the rotation detection module 163. Further, the drive controller module 164 is configured to control the direction and speed of the drive motor 143 in the corresponding drive component according to the rotation angle information.

[0860] As shown in FIG9 , in a gardening vehicle provided in one or more optional embodiments of this specification, the method in which the drive controller module 164 controls the direction and speed of the drive motor in the corresponding drive assembly according to the rotation angle information includes:

[0861] S101: Determine the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information.

[0862] The driving controller module 164 may determine the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information.

[0863] S102: Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction.

[0864] In response to the operating lever being rotated forward, the output shaft is controlled to output power in a first rotation direction to drive the driving wheel to rotate forward.

[0865] In response to the operating lever being rotated backward, the output shaft is controlled to output power in a second rotation direction to drive the driving wheel to rotate backward.

[0866] Furthermore, the rotation speed of the output shaft of the driving motor 143 is controlled in proportion to the rotation angle.

[0867] As shown in FIG10 , the gardening vehicle further includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 may be integrated into the vehicle control unit (VCU) of the gardening vehicle, or an independent controller module may be provided in the gardening vehicle as the auxiliary control mechanism 18. The vehicle control unit (VCU) is configured to regulate the overall operating state of the gardening vehicle, including controlling the operating states of the functional mechanism 12 and the drive mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0868] Those skilled in the art will appreciate that the drive controller module 164 in the left control component 161 and the right control component 162 may also be integrated with the vehicle controller VCU, which makes it easier to communicate with the vehicle controller VCU while also reducing vehicle communication lines and lowering production costs.

[0869] The auxiliary control mechanism 18 is used to monitor the driving state of the gardening work vehicle, determine whether it is driving abnormally, and perform a calibration operation when the gardening work vehicle has a driving abnormality, so as to eliminate the vehicle driving abnormality in time.

[0870] In some optional embodiments, the auxiliary control mechanism 18 includes a manipulation state perception component 181 , a driving state perception component 182 and a calibration controller component 183 .

[0871] The control state sensing component 181 is configured to determine the user's control state of the control mechanism 16. The control state may include a linear control state and a non-linear control state. The linear control state is used to indicate the user's control intention of the gardening vehicle to drive in a straight line, while the non-linear control state may indicate the user's control intention of the gardening vehicle to drive in a non-linear direction, for example, the user controls the gardening vehicle to turn left, turn right, or reverse, etc.

[0872] In some optional embodiments, the manipulation state sensing component 181 may utilize the detection results of the rotation detection component 163 in the left manipulation component 161 and the right manipulation component 162 to determine the specific manipulation state of the user on the manipulation mechanism 16. For example, if the detection results of the rotation detection component 163 in the left manipulation component 161 and the right manipulation component 162 determine that both the left manipulation stick 1611 and the right manipulation stick 1621 are rotated forward and their rotation angles are the same or substantially the same, then the manipulation state sensing component 181 may determine that the user's manipulation state on the manipulation mechanism 16 is a linear manipulation state.

[0873] The driving state sensing component 182 is configured to determine the driving state of the gardening vehicle. The driving state may include a straight driving state and a non-straight driving state. In some optional embodiments, the driving state sensing component 182 may utilize a body posture sensor provided in the gardening vehicle to determine the specific driving state. For example, if the body posture sensor determines that the gardening vehicle deviates during travel, the gardening vehicle may be determined to be in a non-straight driving state.

[0874] The calibration controller component 183 is configured to compare the control state with the driving state to determine whether the two match. If the driving state does not match the control state, the calibration controller component 183 may determine that the gardening vehicle is driving abnormally.

[0875] When the gardening vehicle is determined to be experiencing a driving anomaly, the calibration controller assembly 183 can further adjust the operating state of the drive mechanism 16 to align the actual driving state of the gardening vehicle with the control state of the control mechanism 14. Specifically, the calibration controller assembly 183 can adjust the output power of the drive motors 143 in the left and right drive assemblies 141 and 142, thereby regulating the rotational speeds of the left and right drive wheels 144. This, in turn, changes the differential speed between the left and right drive wheels to adjust the driving state, aligning the driving state with the control state and eliminating the driving anomaly of the gardening vehicle.

[0876] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from the user, and perform a calibration operation in response to the active calibration instruction.

[0877] The user can operate the human-machine interaction control panel in the gardening work vehicle to input the active calibration instruction. After receiving the active calibration instruction, the auxiliary control mechanism 18 first controls the control state sensing component 181 and the driving state sensing component 182 to sense and determine the control state and the driving state, and then uses the calibration controller component 183 to compare the control state with the driving state. If the control state does not match the driving state, the calibration controller component 183 is further used to perform a calibration operation, control the operating state of the drive mechanism 14, and adjust the actual driving state of the gardening work vehicle to match the control state, thereby eliminating vehicle driving abnormalities.

[0878] In the garden work vehicle, the control state perception component and the driving state perception component are used to monitor and perceive the user's control state of the control mechanism and the actual driving state of the garden work vehicle in real time, and the calibration controller component is used to compare the control state and driving state perceived by the control state perception component and the driving state perception component in real time, so that the abnormal driving state that may occur in the garden work vehicle can be detected and determined in time. Furthermore, when the garden work vehicle has a driving abnormality, the calibration controller component is used to adjust the operating state of the drive mechanism in the garden work vehicle, so that the driving state can be adjusted to match the control state in time, and straight-line driving calibration can be achieved to eliminate vehicle driving abnormalities. This method can ensure that the garden work vehicle can always accurately and correctly respond to the user's control intentions, greatly optimizing the user experience.

[0879] Based on the same purpose, the embodiments of this specification also provide a riding lawn mower.

[0880] As shown in FIG3 , one or more optional embodiments of this specification provide a riding lawn mower, including:

[0881] A frame 1 , a mowing mechanism 12 , a driving mechanism 14 , and a control mechanism 16 connected to the frame.

[0882] The frame 1 at least partially extends parallel to the front-to-back direction, and a supporting mechanism 100 may be provided on the frame 100. The supporting mechanism 100 is used to support the operator of the riding lawn mower, and may include at least one of a seat or a standing platform. FIG3 only exemplarily shows the case where the supporting mechanism 100 includes a seat. The seat or the standing platform is used for sitting or standing during work. That is, the riding lawn mower can provide a riding working mode or a standing working mode. Furthermore, the structure of the seat and the standing platform can be flexibly switched, that is, the working mode of the riding lawn mower can be flexibly switched between a riding working mode and a standing working mode according to the actual needs of the working user. A handheld operating component may also be provided on the frame 1, and based on the handheld operating component, the riding lawn mower can also provide a hand-push working mode.

[0883] The mowing mechanism 12 is connected to the vehicle frame 1. The mowing mechanism 12 includes a mowing element, a mowing motor for driving the mowing element to rotate at high speed, and a control module corresponding to the mowing motor.

[0884] In some optional embodiments, the mowing mechanism 12 may include one or more mowing elements and one or more mowing motors corresponding to the mowing elements. For example, in some embodiments, the mowing elements include three blades, and the number of corresponding functional motors is also set to three. In some specific embodiments, the mowing mechanism 12 also includes a control module corresponding to the mowing motors. The control module includes a control chip, such as an MCU, ARM, etc.

[0885] In some alternative embodiments, the mowing mechanism 12 may be replaced with a cleaning element for providing clean energy. It is understood that in some alternative embodiments, the mowing mechanism may be replaced with other functional components, such as snow sweeping, snow blowing, snow shoveling, and flushing components. Those skilled in the art should be able to adaptably replace various functional components without inventive effort, and all of the above should be included in the scope of protection of this embodiment.

[0886] As shown in FIG3 , the drive mechanism 14 is used to enable the riding lawn mower to travel within a landscape setting, such as a lawn, garden, fence, green, or other surface. In some optional embodiments, the drive mechanism 14 includes a left drive assembly 141 and a right drive assembly 142, respectively disposed on the left and right sides of the frame. Each of the left drive assembly 141 and the right drive assembly 142 includes a drive motor 143 and a drive wheel 144 mechanically connected to the drive motor 143. The drive motor 143 can transmit power to the drive wheel 144, thereby driving the drive wheel 144 to rotate, thereby driving the riding lawn mower to move.

[0887] When the drive motors 143 in the left drive assembly 141 and the right drive assembly 142 drive the corresponding drive wheels 144 with different powers, a speed difference is generated between the left and right drive wheels 144, thereby causing the riding lawn mower to turn.

[0888] As shown in FIG. 2 , the riding lawn mower further includes a power supply system 102 , which is configured to supply power to the mowing mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0889] The power system 102 is mounted on the vehicle frame 1 and is detachably connected to the vehicle frame 1. The power system 102 includes a plurality of battery cells. The plurality of battery cells may be selected from at least one of a first specification battery pack and a second specification battery pack. Specification differences between the first specification battery pack and the second specification battery pack include, but are not limited to, differences in battery pack capacity, voltage, battery internal resistance, weight, size, energy density, cell type, charge information, and battery health status information.

[0890] In some optional embodiments, the difference between the first specification battery pack and the second specification battery pack is the different battery pack capacities. The capacity of the first specification battery pack is greater than the capacity of the second specification battery pack. The second specification battery pack is configured to provide power for handheld garden tools. For example, the second specification battery pack can power garden tools such as lawn mowers, pruners, hair dryers, and chainsaws. In addition, the second specification battery pack can also power torque output tools such as electric drills and electric hammers; power sawing tools such as electric circular saws, jigsaws, and reciprocating saws, or power grinding tools such as angle grinders and sanders.

[0891] In some optional embodiments, the difference between the first and second battery packs lies in the type of battery cells used. For example, the first and second battery packs may use lithium iron phosphate cells and ternary lithium cells, respectively. The multiple battery cells in the power supply system may also use nickel-cadmium battery cells, lead-acid battery cells, graphene battery cells, etc.

[0892] The multiple battery cells of the power supply system 102 are selected from at least one of the first specification battery pack and the second specification battery pack. In this way, the riding lawn mower can be compatible with battery packs of different specifications, meeting high-power working requirements while also being adaptable to handheld electric garden tools, making the working method of the staff more flexible.

[0893] As shown in FIG. 2 , the control mechanism 16 is coupled to the driving mechanism 14 and is configured to control the operating state of the driving mechanism 14 to adjust the driving state of the riding lawn mower.

[0894] In some optional embodiments, the control mechanism 16 is configured to include a left control component 161 and a right control component 162, corresponding to the left drive component 141 and the right drive component 142 in the drive mechanism 14. The left control component 161 and the right control component 162 are respectively coupled to the left drive component 141 and the right drive component 142 to respectively control the operating states of the left drive component 141 and the right drive component 142.

[0895] As shown in FIG. 4 to FIG. 8 , the left control assembly 161 and the right control assembly 162 respectively include a left control rod 1611 , a right control rod 1621 , and corresponding rotation detection components 163 and a drive controller module 164 .

[0896] As shown in Figures 5 and 6, the left joystick 1611 and the right joystick 1621 are configured to be controlled to rotate about a first axis 201 between a first forward position 202, an intermediate position 203, and a first reverse position 204. The first axis 201 is substantially perpendicular to the extension direction of the riding lawn mower. During rotation, when the joystick rotates toward the front end of the frame 1, it rotates forward and is in the forward position, and the maximum forward rotation position of the joystick is the first forward position 202. When the joystick rotates toward the rear end of the frame 1, it rotates backward and is in the reverse position, and the maximum backward rotation position of the joystick is the first reverse position 204. When the joystick maintains a perpendicular or substantially perpendicular position relative to the frame 1, it is in the intermediate position 203.

[0897] In some optional embodiments, the control mechanism 16 is further provided with a limit plate assembly. The limit plate assembly includes a first limit plate and a second limit plate, respectively provided in the left control assembly 161 and the right control assembly 162. The first limit plate and the second limit plate are provided with limit slots to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0898] Taking the first limit plate as an example, when the left operating lever 1611 rotates around the first axis 201, it rotates in the limit groove of the first limit plate, and the front and rear ends of the limit groove correspond to the first forward position 202 and the first backward position 204 that the left operating lever 1611 can reach by rotating.

[0899] The rotation detection module 163 is set corresponding to the corresponding joystick, and specifically can be set at the position where the joystick intersects the first axis 201 to detect the rotation direction and rotation angle of the corresponding joystick and generate corresponding rotation angle information.

[0900] In some optional embodiments, the rotation detection module 163 may use a Hall effect sensor. FIG7 shows a schematic diagram illustrating the corresponding relationship between the rotation angle information output by the Hall effect sensor and the rotation direction and angle of the joystick when the Hall effect sensor is used as the rotation detection module 163.

[0901] For example, the angular orientation of the mechanical rotation of the joystick around the first axis 201 is ±20°, and the angle of the joystick rotating forward, that is, rotating close to the first forward position 202, can be defined as positive, and the relative backward rotation angle can be defined as negative; the angle of the joystick rotating backward, that is, rotating close to the first backward position 204, can also be defined as positive, and the relative forward rotation angle can be defined as negative.

[0902] The Hall effect sensor can output rotation angle information in the form of a voltage signal. The output voltage signal range corresponding to the joystick rotation angle range is [0,5V]. As shown in Figure 7, the voltage value output by the Hall effect sensor is linearly proportional to the joystick rotation angle.

[0903] As shown in Figure 8, the drive controller module 164 is communicatively connected to the rotation detection module 163 to receive the rotation angle information generated by the rotation detection module 163. Further, the drive controller module 164 is configured to control the direction and speed of the drive motor 143 in the corresponding drive component according to the rotation angle information.

[0904] As shown in FIG9 , in a riding lawn mower provided in one or more optional embodiments of the present specification, the method in which the drive controller module 164 controls the direction and speed of the drive motor in the corresponding drive assembly according to the rotation angle information includes:

[0905] S101: Determine the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information.

[0906] The driving controller module 164 may determine the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information.

[0907] S102: Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction.

[0908] In response to the operating lever being rotated forward, the output shaft is controlled to output power in a first rotation direction to drive the driving wheel to rotate forward.

[0909] In response to the operating lever being rotated backward, the output shaft is controlled to output power in a second rotation direction to drive the driving wheel to rotate backward.

[0910] Furthermore, the rotation speed of the output shaft of the driving motor 143 is controlled in proportion to the rotation angle.

[0911] As shown in FIG10 , the riding lawn mower further includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 may be integrated into the vehicle control unit (VCU) of the riding lawn mower, or a separate controller module may be provided in the riding lawn mower as the auxiliary control mechanism 18. The vehicle control unit (VCU) is configured to regulate the overall operating state of the riding lawn mower, including controlling the operating states of the mowing mechanism 12 and the drive mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0912] Those skilled in the art will appreciate that the drive controller module 164 in the left control component 161 and the right control component 162 may also be integrated with the vehicle controller VCU, which makes it easier to communicate with the vehicle controller VCU while also reducing vehicle communication lines and lowering production costs.

[0913] The auxiliary control mechanism 18 is used to monitor the driving state of the riding lawn mower, determine whether it is driving abnormally, and perform a calibration operation when the riding lawn mower has a driving abnormality, so as to eliminate the vehicle driving abnormality in a timely manner.

[0914] In some optional embodiments, the auxiliary control mechanism 18 includes a manipulation state perception component 181 , a driving state perception component 182 and a calibration controller component 183 .

[0915] The control state sensing component 181 is configured to determine the user's control state of the control mechanism 16. The control state may include a linear control state and a non-linear control state. The linear control state is used to indicate the user's intention to control the riding lawn mower in a straight line, while the non-linear control state is used to indicate the user's intention to control the riding lawn mower in a non-linear direction, such as when the user controls the riding lawn mower to turn left, turn right, or reverse.

[0916] In some optional embodiments, the manipulation state sensing component 181 may utilize the detection results of the rotation detection component 163 in the left manipulation component 161 and the right manipulation component 162 to determine the specific manipulation state of the user on the manipulation mechanism 16. For example, if the detection results of the rotation detection component 163 in the left manipulation component 161 and the right manipulation component 162 determine that both the left manipulation stick 1611 and the right manipulation stick 1621 are rotated forward and their rotation angles are the same or substantially the same, then the manipulation state sensing component 181 may determine that the user's manipulation state on the manipulation mechanism 16 is a linear manipulation state.

[0917] The driving state sensing component 182 is configured to determine the driving state of the riding lawn mower. The driving state may include a straight driving state and a non-straight driving state. In some optional embodiments, the driving state sensing component 182 may utilize a body posture sensor provided in the riding lawn mower to determine the specific driving state. For example, if the body posture sensor determines that the riding lawn mower deflects during travel, the riding lawn mower may be determined to be in a non-straight driving state.

[0918] The calibration controller assembly 183 is configured to compare the control state with the driving state to determine whether the two match. If the driving state does not match the control state, the calibration controller assembly 183 may determine that the riding lawn mower is driving abnormally.

[0919] When the riding lawn mower is determined to be experiencing a driving anomaly, the calibration controller assembly 183 may further adjust the operating state of the drive mechanism 16 to align the actual driving state of the riding lawn mower with the control state of the control mechanism 14. Specifically, the calibration controller assembly 183 may adjust the output power of the drive motors 143 in the left and right drive assemblies 141 and 142, thereby regulating the rotational speeds of the left and right drive wheels 144 and, in turn, changing the differential speed between the left and right drive wheels to adjust the driving state, aligning the driving state with the control state and eliminating the driving anomaly of the riding lawn mower.

[0920] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from the user, and perform a calibration operation in response to the active calibration instruction.

[0921] The user can operate the human-machine interaction control panel in the riding lawn mower to input the active calibration instruction. After receiving the active calibration instruction, the auxiliary control mechanism 18 first controls the control state sensing component 181 and the driving state sensing component 182 to sense and determine the control state and the driving state, and then uses the calibration controller component 183 to compare the control state with the driving state. If the control state does not match the driving state, the calibration controller component 183 is further used to perform a calibration operation, control the operating state of the drive mechanism 14, and adjust the actual driving state of the riding lawn mower to match the control state, thereby eliminating the vehicle driving abnormality.

[0922] In the riding lawn mower, a control state sensing component and a driving state sensing component are used to monitor and sense the user's control state of the control mechanism and the actual driving state of the riding lawn mower in real time, and a calibration controller component is used to compare the control state and driving state sensed by the control state sensing component and the driving state sensing component in real time, so that abnormal driving states that may occur in the riding lawn mower can be detected and determined in a timely manner. Furthermore, when the riding lawn mower experiences driving abnormalities, the calibration controller component is used to adjust the operating state of the driving mechanism in the riding lawn mower, so that the driving state can be adjusted to match the control state in a timely manner, achieving straight-line driving calibration and eliminating vehicle driving abnormalities. This method can ensure that the riding lawn mower can always accurately and correctly respond to the user's control intentions, greatly optimizing the user experience.

[0923] It should be noted that the methods of one or more embodiments of this specification can be performed by a single device, such as a computer or server. The methods of this embodiment can also be applied in a distributed scenario, where multiple devices cooperate to perform the method. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the methods of one or more embodiments of this specification, and the multiple devices will interact with each other to complete the method.

[0924] It should be noted that the foregoing description of this specification is based on specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0925] For the convenience of description, the above devices are described as being functionally divided into various modules. Of course, when implementing one or more embodiments of this specification, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0926] The apparatus of the above embodiment is used to implement the corresponding method in the above embodiment and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0927] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the above-mentioned embodiments. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), a random access memory (RAM), a flash memory, a hard disk drive (HDD), or a solid-state drive (SSD). The storage medium can also include a combination of the above-mentioned types of memory.

[0928] The systems, devices, modules, or units described in the above embodiments may be implemented by computer chips or physical devices, or by products having certain functions. For ease of description, the above devices are described separately by function in various units. Of course, when implementing this application, the functions of each unit may be implemented in the same or multiple software and / or hardware components.

[0929] Those skilled in the art will appreciate that the embodiments of this specification may be provided as methods, systems, or computer program products. Therefore, this specification may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Furthermore, this specification may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0930] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0931] The various embodiments in this specification are described in a progressive manner. Similar parts between the various embodiments can be referred to in conjunction with each other. Each embodiment focuses on the differences between the other embodiments. In particular, the system embodiments are generally similar to the method embodiments, so the description is relatively simple. For relevant parts, refer to the description of the method embodiments.

[0932] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure (including the claims) is limited to these examples. Based on the concept of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of different aspects of one or more embodiments of the present specification as described above, which are not provided in detail for the sake of simplicity.

[0933] In addition, to simplify the description and discussion, and so as not to obscure one or more embodiments of the present specification, well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, devices may be shown in block diagram form to avoid obscuring one or more embodiments of the present specification, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which one or more embodiments of the present specification will be implemented (i.e., these details should be fully within the purview of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it will be apparent to those skilled in the art that one or more embodiments of the present specification may be implemented without these specific details or with variations in these specific details. Accordingly, these descriptions should be considered illustrative rather than restrictive.

[0934] Although the present disclosure has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. The one or more embodiments herein are intended to encompass all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, and the like that fall within the spirit and principles of the one or more embodiments herein are intended to be included within the scope of protection of the present disclosure.

Claims

1. A vehicle control method, characterized in that: include: Acquire calibration request information, where the calibration request information is used to request to control the vehicle to travel according to a preset trajectory; According to the calibration request information, obtaining current operating parameters of the target vehicle, wherein the operating parameters include at least one of a posture parameter, a heading angle parameter, and a displacement parameter; If the operating parameters do not match the preset trajectory, target compensation data is calculated, and the target compensation data is used to correct the driving deviation of the vehicle to comply with the preset trajectory; The vehicle driving mode is corrected according to the target compensation data so that the vehicle travels along a preset trajectory.

2. The vehicle control method according to claim 1, characterized in that: Before obtaining the calibration request information, the method further includes: Detect whether the calibration function is activated; Acquiring a first control parameter and a second control parameter in the target vehicle; Calculating a control deviation value between a first control parameter and a second control parameter; If the control deviation value is within a preset range and the calibration function has been activated, generating a calibration request message; Wherein, the first control parameter is used to control the vehicle to travel to the left side; The second control parameter is used to control the vehicle to move to the right.

3. The vehicle control method according to claim 1, characterized in that: The operating parameters of the vehicle include a target attitude angle, and obtaining the operating parameters of the vehicle includes: Acquire first data transmitted by the first sensor and second data transmitted by the second sensor; According to the attitude solution algorithm, the first data and the second data are fused and processed to obtain the target attitude angle, where the attitude angle refers to the angle of the sensor in the world coordinate system where the vehicle is located.

4. The vehicle control method according to claim 1, characterized in that: Before calculating the target compensation data, the method includes: Acquire the type of the preset trajectory, wherein the type includes at least one of straight-line driving, right-turn driving, or left-turn driving; According to the type of the preset trajectory, obtaining preset operating parameters matching the preset trajectory type; If the current operating parameters do not match the preset operating parameters, it is determined that the operating parameters do not match the preset trajectory.

5. The vehicle control method according to claim 1, characterized in that: The operating parameters of the vehicle include a target attitude angle, and the calculation of the target compensation data includes: Get the preset angle matched by the preset trajectory; Calculating a target angle according to a difference between the target posture angle and a preset angle; Obtain driving parameters of the vehicle; Calculating target compensation data according to the driving parameters of the vehicle and the target angle; Wherein, the target angle includes at least: one of a first angle and a second angle; The first angle refers to the angle at which the vehicle is driven to deviate to the left, so that the difference between the posture angle and the preset angle is reduced; The second angle refers to the angle at which the vehicle is driven to deviate to the right, so that the difference between the posture angle and the preset angle is reduced.

6. The vehicle control method according to claim 5, characterized in that: The calculating target compensation data comprises: If the vehicle driving parameter includes a control signal, a target signal is calculated through a target angle, and target compensation data is generated according to the target signal, so that the vehicle returns to a preset trajectory through the control signal; If the vehicle driving parameters include an initial speed, the target speed is calculated through the target speed so that the vehicle returns to a preset trajectory through a control signal; if the vehicle driving parameters include an initial torque, the target torque is calculated through the target angle so that the vehicle returns to a preset trajectory through the target torque.

7. The vehicle control method according to claim 5, characterized in that: The calculating target compensation data comprises: Get the preset compensation coefficient, the historical compensation data of the previous round of calculation, and the target angle of the current round of calculation; The target compensation data is calculated according to the preset compensation coefficient, the historical compensation data and the target angle.

8. The vehicle control method according to claim 7, characterized in that: The modifying the vehicle driving mode comprises: Obtain the current driving parameters of the vehicle, wherein the driving parameters at least include a control signal, a motor torque and a motor speed One of; configuring the driving parameters according to the target compensation data; The tire is driven to travel according to the driving parameters.

9. A multi-functional vehicle, characterized in that: It includes a driving mechanism, a control mechanism and an auxiliary control mechanism; The driving mechanism is arranged on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel; The control mechanism is coupled to the driving mechanism and is used to control the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle; The auxiliary control mechanism is configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally, and to perform a calibration operation when the multi-purpose vehicle is driving abnormally; The auxiliary control mechanism comprises: A control state sensing component, used to determine the control state of the user on the control mechanism, wherein the control state includes a linear control state and a non-linear control state; A driving state sensing component, used to determine the driving state of the multi-functional vehicle, wherein the driving state includes a straight-line driving state and a non-straight-line driving state; and a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state; The calibration controller component is also used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

10. The multi-purpose vehicle according to claim 9, characterized in that: The driving mechanism comprises a left driving assembly and a right driving assembly respectively arranged on the left and right sides of the frame; The left drive assembly and the right drive assembly both include a drive motor and a drive wheel mechanically connected to the drive motor; The control mechanism comprises a left control component and a right control component which are respectively arranged on the left and right sides of the frame and are correspondingly coupled with the left driving component and the right driving component; The left control assembly and the right control assembly respectively include a left control rod, a right control rod, and a corresponding rotation detection module and a drive controller module; The left joystick and the right joystick are configured to be controlled to rotate around a first axis between a first forward position, a middle position and a first backward position; The rotation detection module is configured to detect the rotation direction and rotation angle of the corresponding control rod and generate rotation angle information accordingly; The drive controller module is configured to control the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information.

11. The multi-purpose vehicle according to claim 10, characterized in that: The method in which the drive controller module controls the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information includes: Determining the rotation direction and rotation angle of the corresponding control rod according to the rotation angle information; Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction; In response to the operating lever rotating forward, controlling the output shaft to output power in a first rotation direction to drive the driving wheel to rotate forward; In response to the control lever rotating backward, controlling the output shaft to output power in a second rotation direction to drive the driving wheel to rotate backward; And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

12. The multi-purpose vehicle according to claim 10, characterized in that: The method for the control state sensing component to determine the control state includes: Determine whether the left joystick and the right joystick are both rotated forward or are both rotated to the first forward position, wherein the forward rotation refers to rotation to the first forward position; In response to the left joystick and the right joystick both being rotated forward or both being rotated to the first forward position, determining the whether the left joystick is aligned with the right joystick; In response to the left operating stick being aligned with the right operating stick, it is determined that the operating state of the operating mechanism by the user is the straight-line operating state.

13. The multi-purpose vehicle according to claim 12, characterized in that: The method for determining whether the left joystick and the right joystick are both rotated forward comprises: Compare the corresponding rotation angle information of the left joystick and the right joystick with the angle lower limit threshold, and determine whether the rotation angle information exceeds the angle lower limit threshold; In response to the rotation angle information of the left joystick and the right joystick respectively exceeding the angle lower limit threshold, it is determined that the left joystick and the right joystick are both rotated forward.

14. The multi-purpose vehicle according to claim 12, characterized in that: The method for determining whether the left joystick and the right joystick are both rotated to the first forward position comprises: Comparing the corresponding rotation angle information of the left joystick and the right joystick with an angle upper limit threshold, to determine whether the rotation angle information exceeds the angle upper limit threshold; In response to the corresponding rotation angle information of the left joystick and the right joystick both exceeding the angle upper limit threshold, it is determined that the left joystick and the right joystick are both rotated to the first forward position.

15. The multi-purpose vehicle according to claim 12, characterized in that: The method for determining whether the left joystick is aligned with the right joystick comprises: Determine an absolute value of a difference between the rotation angle information corresponding to the left joystick and the rotation angle information corresponding to the right joystick; Comparing the absolute value of the difference with an angle deviation threshold to determine whether the absolute value of the difference exceeds the angle deviation threshold; In response to the absolute value of the difference not exceeding the angle deviation threshold, it is determined that the left joystick is aligned with the right joystick.

16. The multi-purpose vehicle according to claim 12, characterized in that: The control mechanism further includes an alignment detection device, which is configured to determine whether the left control rod is aligned with the right control rod.

17. The multi-purpose vehicle according to claim 16, characterized in that: The alignment detection device comprises a signal transmitter and a signal receiver, wherein the signal transmitter is used to controllably transmit an alignment detection signal for reception by the signal receiver; The signal transmitter and the signal receiver are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the signal transmitter and the signal receiver are directly opposite; Wherein, the end refers to the end of the control rod away from the first axis; The method for determining whether the left joystick is aligned with the right joystick comprises: Controlling the signal transmitter to transmit the alignment detection signal; determining whether the signal receiver receives the alignment detection signal from the signal transmitter; In response to the signal receiver receiving the alignment detection signal, it is determined that the left joystick is aligned with the right joystick.

18. The multi-purpose vehicle according to claim 17, characterized in that: The signal transmitter and the signal receiver are respectively an infrared signal transmitter and an infrared signal receiver.

19. The multi-purpose vehicle according to claim 17, characterized in that: The signal transmitter and the signal receiver are respectively a laser signal transmitter and a laser signal receiver.

20. The multi-purpose vehicle of claim 16, wherein: The alignment detection device comprises a Hall sensor element and a magnetic element, wherein the Hall sensor element is used to sense the magnetic field intensity generated by the magnetic element; The Hall sensor element and the magnetic element are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the Hall sensor element is directly opposite to the magnetic element; Wherein, the end refers to the end of the control rod away from the first axis; The method for determining whether the left joystick is aligned with the right joystick comprises: Acquire a field strength signal generated by the Hall sensor element sensing the magnetic field strength; Comparing the field intensity signal with a preset field intensity threshold to determine whether the field intensity signal exceeds the preset field intensity threshold; In response to the field strength signal exceeding the preset field strength threshold, it is determined that the left joystick is aligned with the right joystick.

21. The multi-purpose vehicle of claim 16, wherein: The alignment detection device includes an image recognition module and an image identifier; The image recognition module and the image mark are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the image recognition module and the image mark are facing each other; Wherein, the end refers to the end of the control rod away from the first axis; The method for determining whether the left joystick is aligned with the right joystick comprises: Controlling the image recognition module to perform an image recognition operation, and determining whether the image recognition module recognizes the image identifier; In response to the image recognition module recognizing the image identifier, it is determined that the left joystick is aligned with the right joystick.

22. The multi-purpose vehicle of claim 10, wherein: Also included is an inertial measurement module, the inertial measurement module is fixedly arranged relative to the frame and is used to monitor the motion state of the multi-functional vehicle; The method for the driving state sensing component to determine the driving state includes: Acquiring motion state information generated by the inertial measurement module; Determining whether the heading angle component in the motion state information is zero; In response to the heading angle component in the motion state information remaining zero, determining that the multi-purpose vehicle is in a straight-line driving state; In response to the heading angle component in the motion state information being not zero, determining that the multi-function vehicle is in a non-straight driving state; When the multi-function vehicle is in a non-straight driving state, the driving state sensing component is further configured to determine a deflection angle of the multi-function vehicle according to the heading angle component.

23. The multi-purpose vehicle of claim 10, wherein: It also includes a universal wheel assembly, which is arranged at the front end of the frame and is rotatably connected to the frame; The universal wheel assembly comprises a universal wheel and a deflection detection module; The deflection detection module is configured to detect the deflection state of the universal wheel relative to the frame and generate deflection state information accordingly; The method for the driving state sensing component to determine the driving state includes: Acquire the deflection state information generated by the deflection detection module; Determining whether a deflection angle of the universal wheel relative to the vehicle frame is zero according to the deflection state information; In response to the deflection angle of the universal wheel relative to the frame being kept at zero, determining that the multi-purpose vehicle is in a straight-line driving state; In response to the deflection angle of the universal wheel relative to the frame being not zero, determining that the multi-functional vehicle is in a non-straight travel state; When the multi-functional vehicle is in a non-straight driving state, the driving state sensing component is further configured to determine the deflection angle of the multi-functional vehicle by the deflection angle of the universal wheel relative to the frame.

24. The multi-purpose vehicle according to claim 23, characterized in that The universal wheel assembly also includes a rotating shaft, and the universal wheel is rotatably connected to the frame via the rotating shaft; A shaft sleeve is formed at the front end of the frame to accommodate the rotating shaft to rotate therein; The deflection detection module includes a detection element and a sensing element; Wherein, the sensing element is fixedly arranged on the upper end of the rotating shaft; The detection element is arranged on the upper end cover of the sleeve, corresponding to the sensing element; When the universal wheel rotates relative to the vehicle frame, the sensing element fixedly arranged on the upper end of the rotating shaft also rotates accordingly, and the sensing element and the detection element generate relative motion; The detection element generates the deflection state signal according to the phase motion generated by the sensing element relative to the detection element. interest.

25. The multi-purpose vehicle of claim 24, wherein: The detection element is a rotation angle potentiometer.

26. The multi-purpose vehicle of claim 24, wherein: The detection element is a magnetic angle encoder.

27. The multi-purpose vehicle of claim 24, wherein: The detection element is a photoelectric angle encoder.

28. The multi-purpose vehicle of claim 24, wherein: The detection element is a Hall effect angle sensor.

29. The multi-purpose vehicle of claim 24, wherein: The detection element is a rotary transformer.

30. The multi-purpose vehicle of claim 23, wherein: The deflection detection module uses a voltage analog signal to represent the deflection state information.

31. The multi-purpose vehicle of claim 23, wherein: The deflection detection module uses a current analog signal to represent the deflection state information.

32. The multi-purpose vehicle of claim 23, wherein: The deflection detection module uses a resistance analog signal to represent the deflection state information.

33. The multi-purpose vehicle of claim 23, wherein: The deflection detection module uses a pulse width modulation signal to represent the deflection state information.

34. The multi-purpose vehicle of claim 23, wherein: The deflection detection module uses ABZ three-phase coded signals to represent the deflection state information.

35. The multi-purpose vehicle of claim 23, wherein: The deflection detection module uses a UVW three-phase coded signal to represent the deflection state information.

36. The multi-purpose vehicle of claim 23, wherein: comprising a plurality of said universal wheel assemblies; At least one of the plurality of universal wheel assemblies is provided with the deflection detection module for detecting the deflection state of the corresponding universal wheel relative to the vehicle frame.

37. The multi-purpose vehicle of claim 10, wherein: The method for the calibration controller component to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is running abnormally comprises: determining a yaw angle of the multi-purpose vehicle; Compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle; The motion control parameter includes at least one of the rotation angle information generated by the corresponding rotation detection module, the rotation speed of the drive motor, and the torque of the drive motor.

38. The multi-purpose vehicle of claim 37, wherein: The method for compensating and adjusting the corresponding motion control parameter of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle comprises: Determine the side to which the deflection angle points as the lagging side; Performing forward iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the lagging side so that the deflection angle is gradually reduced until it is finally maintained at zero; The forward iterative compensation adjustment includes: Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k represent the motion control parameters after the k-1th and kth iteration compensation, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

39. The multi-purpose vehicle of claim 37, wherein: The method for compensating and adjusting the corresponding motion control parameter of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle comprises: Determining the side from which the deflection angle deviates as the leading side; Performing reverse iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the leading side so that the deflection angle is gradually reduced until it is finally maintained at zero; The reverse iterative compensation adjustment includes: Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k represent the motion control parameters after the k-1th and kth iteration compensation, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

40. The multi-purpose vehicle of claim 37, wherein: A method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle determines the side pointed by the deflection angle as the lagging side, and determines the side deviated by the deflection angle as the leading side; Performing bidirectional iterative compensation adjustment on the motion control parameters of the drive motor corresponding to the leading side and the lagging side, so that the deflection angle is gradually reduced until it is finally maintained at zero; The bidirectional iterative compensation adjustment includes: Wherein, Φ represents the motion control parameter, They respectively represent the motion control parameters of the drive motor corresponding to the lag side after the k-1th and kth iteration compensations, represent the motion control parameters of the driving motor on the leading side after the k-1th and kth iteration compensations, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c z 、c c Respectively represent the corresponding correction parameters of the lagging side and the leading side, and the corresponding value range is 0 <c z ≤2,0 <c c ≤2.

41. A multi-purpose vehicle, characterized in that: It includes a driving mechanism, a control mechanism and an auxiliary control mechanism; The driving mechanism is arranged on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel; The driving mechanism comprises a left driving assembly and a right driving assembly respectively arranged on the left and right sides of the frame; The control mechanism is coupled to the driving mechanism and is used to control the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle; The control mechanism comprises a left control component and a right control component which are respectively arranged on the left and right sides of the frame and are correspondingly coupled with the left driving component and the right driving component; The left control assembly and the right control assembly respectively include a left control rod, a right control rod and an alignment detection device; The left joystick and the right joystick are configured to be controlled to rotate around a first axis between a first forward position, a middle position and a first backward position; The alignment detection device is configured to determine whether the left joystick is aligned with the right joystick; The auxiliary control mechanism is configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally, and to perform a calibration operation when the multi-purpose vehicle is driving abnormally; The auxiliary control mechanism comprises: A control state sensing component, configured to determine the user's control state of the control mechanism according to the positions of the left control rod and the right control rod and the detection result of the alignment detection device, wherein the control state includes a linear control state and a non-linear control state; A driving state sensing component is used to determine the driving state of the multi-functional vehicle, wherein the driving state includes a straight line Driving state and non-straight driving state; and a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state; The calibration controller component is also used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

42. The multi-purpose vehicle of claim 41, wherein: The left drive assembly and the right drive assembly both include a drive motor and a drive wheel mechanically connected to the drive motor; The left control assembly and the right control assembly further include a rotation detection module and a drive controller module corresponding to the left control rod and the right control rod respectively; The rotation detection module is configured to detect the rotation direction and rotation angle of the corresponding control rod and generate rotation angle information accordingly; The drive controller module is configured to control the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information.

43. The multi-purpose vehicle of claim 42, wherein: The method in which the drive controller module controls the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information includes: Determining the rotation direction and rotation angle of the corresponding control rod according to the rotation angle information; Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction; In response to the operating lever rotating forward, controlling the output shaft to output power in a first rotation direction to drive the driving wheel to rotate forward; In response to the control lever rotating backward, controlling the output shaft to output power in a second rotation direction to drive the driving wheel to rotate backward; And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

44. The multi-purpose vehicle of claim 41, wherein: The method in which the control state sensing component determines the user's control state of the control mechanism according to the positions of the left control rod and the right control rod and the detection result of the alignment detection device includes: Determine whether the left joystick and the right joystick are both rotated forward or are both rotated to the first forward position, wherein the forward rotation refers to rotation to the first forward position; In response to the left joystick and the right joystick both rotating forward or rotating to the first forward position, determining whether the left joystick is aligned with the right joystick according to a detection result of the alignment detection device; In response to the left operating stick being aligned with the right operating stick, it is determined that the operating state of the operating mechanism by the user is the straight-line operating state.

45. The multi-purpose vehicle according to claim 44, characterized in that: The method for determining whether the left joystick and the right joystick are both rotated forward comprises: Compare the corresponding rotation angle information of the left joystick and the right joystick with the angle lower limit threshold, and determine whether the rotation angle information exceeds the angle lower limit threshold; In response to the rotation angle information of the left joystick and the right joystick respectively exceeding the angle lower limit threshold, it is determined that the left joystick and the right joystick are both rotated forward.

46. ​​The multi-purpose vehicle of claim 44, wherein: The method for determining whether the left joystick and the right joystick are both rotated to the first forward position comprises: Comparing the corresponding rotation angle information of the left joystick and the right joystick with an angle upper limit threshold, to determine whether the rotation angle information exceeds the angle upper limit threshold; In response to the corresponding rotation angle information of the left joystick and the right joystick both exceeding the angle upper limit threshold, it is determined that the left joystick and the right joystick are both rotated to the first forward position.

47. The multi-purpose vehicle of claim 44, wherein: The alignment detection device comprises a signal transmitter and a signal receiver, wherein the signal transmitter is used to controllably transmit an alignment detection signal for reception by the signal receiver; the signal transmitter and the signal receiver are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the signal transmitter and the signal receiver are directly opposite; Wherein, the end refers to the end of the control rod away from the first axis; The method for determining whether the left joystick is aligned with the right joystick according to the detection result of the alignment detection device comprises: Controlling the signal transmitter to transmit the alignment detection signal; determining whether the signal receiver receives the alignment detection signal from the signal transmitter; In response to the signal receiver receiving the alignment detection signal, it is determined that the left joystick is aligned with the right joystick.

48. The multi-purpose vehicle of claim 47, wherein: The signal transmitter and the signal receiver are respectively an infrared signal transmitter and an infrared signal receiver.

49. The multi-purpose vehicle of claim 47, wherein: The signal transmitter and the signal receiver are respectively a laser signal transmitter and a laser signal receiver.

50. The multi-purpose vehicle of claim 44, wherein: The alignment detection device comprises a Hall sensor element and a magnetic element, wherein the Hall sensor element is used to sense the magnetic field intensity generated by the magnetic element; The Hall sensor element and the magnetic element are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the Hall sensor element is directly opposite to the magnetic element; Wherein, the end refers to the end of the control rod away from the first axis; The method for determining whether the left joystick is aligned with the right joystick comprises: Acquire a field strength signal generated by the Hall sensor element sensing the magnetic field strength; Comparing the field intensity signal with a preset field intensity threshold to determine whether the field intensity signal exceeds the preset field intensity threshold; In response to the field strength signal exceeding the preset field strength threshold, it is determined that the left joystick is aligned with the right joystick.

51. The multi-purpose vehicle of claim 44, wherein: The alignment detection device includes an image recognition module and an image identifier; The image recognition module and the image mark are respectively arranged at the ends of the left joystick and the right joystick, and when the left joystick is aligned with the right joystick, the image recognition module and the image mark are facing each other; Wherein, the end refers to the end of the control rod away from the first axis; The method for determining whether the left joystick is aligned with the right joystick comprises: Controlling the image recognition module to perform an image recognition operation, and determining whether the image recognition module recognizes the image identifier; In response to the image recognition module recognizing the image identifier, it is determined that the left joystick is aligned with the right joystick.

52. The multi-purpose vehicle of claim 41, wherein: Also included is an inertial measurement module, the inertial measurement module is fixedly arranged relative to the frame and is used to monitor the motion state of the multi-functional vehicle; The method for the driving state sensing component to determine the driving state includes: Acquiring motion state information generated by the inertial measurement module; Determining whether the heading angle component in the motion state information is zero; In response to the heading angle component in the motion state information remaining zero, determining that the multi-purpose vehicle is in a straight-line driving state; In response to the heading angle component in the motion state information being not zero, determining that the multi-function vehicle is in a non-straight driving state; When the multi-function vehicle is in a non-straight driving state, the driving state sensing component is further configured to determine a deflection angle of the multi-function vehicle according to the heading angle component.

53. The multi-purpose vehicle of claim 41, wherein: The method for the calibration controller component to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is running abnormally comprises: determining a yaw angle of the multi-purpose vehicle; The drive motor of at least one of the left drive assembly and the right drive assembly is controlled accordingly according to the deflection angle. Compensation adjustment of motion control parameters; The motion control parameter includes at least one of the rotation angle information generated by the corresponding rotation detection module, the rotation speed of the drive motor, and the torque of the drive motor.

54. The multi-purpose vehicle of claim 53, wherein: The method for compensating and adjusting the corresponding motion control parameter of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle comprises: Determine the side to which the deflection angle points as the lagging side; Performing forward iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the lagging side so that the deflection angle is gradually reduced until it is finally maintained at zero; The forward iterative compensation adjustment includes: Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k represent the motion control parameters after the k-1th and kth iteration compensation, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

55. The multi-purpose vehicle of claim 53, wherein: The method for compensating and adjusting the corresponding motion control parameter of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle comprises: Determining the side from which the deflection angle deviates as the leading side; Performing reverse iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the leading side so that the deflection angle is gradually reduced until it is finally maintained at zero; The reverse iterative compensation adjustment includes: Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k represent the motion control parameters after the k-1th and kth iteration compensation, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

56. The multi-purpose vehicle of claim 53, wherein: A method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle determines the side pointed by the deflection angle as the lagging side, and determines the side deviated by the deflection angle as the leading side; Performing bidirectional iterative compensation adjustment on the motion control parameters of the drive motor corresponding to the leading side and the lagging side, so that the deflection angle is gradually reduced until it is finally maintained at zero; The bidirectional iterative compensation adjustment includes: Wherein, Φ represents the motion control parameter, They respectively represent the motion control parameters of the drive motor corresponding to the lag side after the k-1th and kth iteration compensations, represent the motion control parameters of the driving motor on the leading side after the k-1th and kth iteration compensations, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c z 、c c Respectively represent the corresponding correction parameters of the lagging side and the leading side. The value range should be 0 <c z ≤2,0 <c c ≤2.

57. A multi-purpose vehicle, characterized in that: It includes a driving mechanism, a control mechanism, a universal wheel assembly and an auxiliary control mechanism; The driving mechanism is arranged on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel; The control mechanism is coupled to the driving mechanism and is used to control the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle; The universal wheel assembly is arranged at the front end of the frame and is rotatably connected to the frame, and includes a universal wheel and a deflection detection module; The deflection detection module is configured to detect the deflection state of the universal wheel relative to the frame and generate deflection state information accordingly; The auxiliary control mechanism is configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally, and to perform a calibration operation when the multi-purpose vehicle is driving abnormally; The auxiliary control mechanism comprises: A control state sensing component, used to determine the control state of the user on the control mechanism, wherein the control state includes a linear control state and a non-linear control state; a driving state sensing component configured to determine the driving state of the multi-functional vehicle according to the detection result of the deflection detection module, wherein the driving state includes a straight driving state and a non-straight driving state; and a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state; The calibration controller component is also used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

58. The multi-purpose vehicle of claim 57, wherein: The method in which the drive controller module controls the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information includes: Determining the rotation direction and rotation angle of the corresponding control rod according to the rotation angle information; Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction; In response to the operating lever rotating forward, controlling the output shaft to output power in a first rotation direction to drive the driving wheel to rotate forward; In response to the control lever rotating backward, controlling the output shaft to output power in a second rotation direction to drive the driving wheel to rotate backward; And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

59. The multi-purpose vehicle of claim 58, wherein: The method in which the drive controller module controls the direction and speed of the drive motor in the corresponding drive component according to the rotation angle information includes: Determining the rotation direction and rotation angle of the corresponding control rod according to the rotation angle information; Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction; In response to the operating lever rotating forward, controlling the output shaft to output power in a first rotation direction to drive the driving wheel to rotate forward; In response to the control lever rotating backward, controlling the output shaft to output power in a second rotation direction to drive the driving wheel to rotate backward; And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

60. The multi-purpose vehicle of claim 58, wherein: The method for the control state sensing component to determine the control state includes: Determine whether the left joystick and the right joystick are both rotated forward or are both rotated to the first forward position, wherein the forward rotation refers to rotation to the first forward position; In response to the left joystick and the right joystick both rotating forward or rotating to the first forward position, determining whether the left joystick is aligned with the right joystick; In response to the left joystick being aligned with the right joystick, determining that the user's manipulation state of the manipulation mechanism is Describe the straight line control state.

61. The multi-purpose vehicle of claim 60, wherein: The method for determining whether the left joystick and the right joystick are both rotated forward comprises: Compare the corresponding rotation angle information of the left joystick and the right joystick with the angle lower limit threshold, and determine whether the rotation angle information exceeds the angle lower limit threshold; In response to the rotation angle information of the left joystick and the right joystick respectively exceeding the angle lower limit threshold, it is determined that the left joystick and the right joystick are both rotated forward.

62. The multi-purpose vehicle of claim 60, wherein: The method for determining whether the left joystick and the right joystick are both rotated to the first forward position comprises: Comparing the corresponding rotation angle information of the left joystick and the right joystick with an angle upper limit threshold, to determine whether the rotation angle information exceeds the angle upper limit threshold; In response to the corresponding rotation angle information of the left joystick and the right joystick both exceeding the angle upper limit threshold, it is determined that the left joystick and the right joystick are both rotated to the first forward position.

63. The multi-purpose vehicle of claim 60, wherein: The method for determining whether the left joystick is aligned with the right joystick comprises: Determine an absolute value of a difference between the rotation angle information corresponding to the left joystick and the rotation angle information corresponding to the right joystick; Comparing the absolute value of the difference with an angle deviation threshold to determine whether the absolute value of the difference exceeds the angle deviation threshold; In response to the absolute value of the difference not exceeding the angle deviation threshold, it is determined that the left joystick is aligned with the right joystick.

64. The multi-purpose vehicle of claim 57, wherein: The method for determining the driving state of the multi-functional vehicle according to the detection result of the deflection detection module comprises: Acquire the deflection state information generated by the deflection detection module; Determining whether a deflection angle of the universal wheel relative to the vehicle frame is zero according to the deflection state information; In response to the deflection angle of the universal wheel relative to the frame being kept at zero, determining that the multi-purpose vehicle is in a straight-line driving state; In response to the deflection angle of the universal wheel relative to the frame being not zero, determining that the multi-functional vehicle is in a non-straight travel state; When the multi-functional vehicle is in a non-straight driving state, the driving state sensing component is further configured to determine the deflection angle of the multi-functional vehicle by the deflection angle of the universal wheel relative to the frame.

65. The multi-purpose vehicle of claim 64, wherein: The universal wheel assembly also includes a rotating shaft, and the universal wheel is rotatably connected to the frame via the rotating shaft; A shaft sleeve is formed at the front end of the frame to accommodate the rotating shaft to rotate therein; The deflection detection module includes a detection element and a sensing element; Wherein, the sensing element is fixedly arranged on the upper end of the rotating shaft; The detection element is arranged on the upper end cover of the sleeve, corresponding to the sensing element; When the universal wheel rotates relative to the vehicle frame, the sensing element fixedly arranged on the upper end of the rotating shaft also rotates accordingly, and the sensing element and the detection element generate relative motion; The detection element generates the deflection state information according to the phase motion generated by the sensing element relative to the detection element.

66. The multi-purpose vehicle of claim 65, wherein: The detection element is a rotation angle potentiometer.

67. The multi-purpose vehicle of claim 65, wherein: The detection element is a magnetic angle encoder.

68. The multi-purpose vehicle of claim 65, wherein: The detection element is a photoelectric angle encoder.

69. The multi-purpose vehicle of claim 65, wherein: The detection element is a Hall effect angle sensor.

70. The multi-purpose vehicle of claim 65, wherein: The detection element is a rotary transformer.

71. The multi-purpose vehicle of claim 57, wherein: The deflection detection module uses a voltage analog signal to represent the deflection state information.

72. The multi-purpose vehicle of claim 57, wherein: The deflection detection module uses a current analog signal to represent the deflection state information.

73. The multi-purpose vehicle of claim 57, wherein: The deflection detection module uses a resistance analog signal to represent the deflection state information.

74. The multi-purpose vehicle of claim 57, wherein: The deflection detection module uses a pulse width modulation signal to represent the deflection state information.

75. The multi-purpose vehicle of claim 57, wherein: The deflection detection module uses ABZ three-phase coded signals to represent the deflection state information.

76. The multi-purpose vehicle of claim 57, wherein: The deflection detection module uses a UVW three-phase coded signal to represent the deflection state information.

77. The multi-purpose vehicle of claim 57, wherein: comprising a plurality of said universal wheel assemblies; At least one of the plurality of universal wheel assemblies is provided with the deflection detection module for detecting the deflection state of the corresponding universal wheel relative to the vehicle frame.

78. The multi-purpose vehicle of claim 58, wherein: The method for the calibration controller component to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is running abnormally comprises: determining a yaw angle of the multi-purpose vehicle; Compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle; The motion control parameter includes at least one of the rotation angle information generated by the corresponding rotation detection module, the rotation speed of the drive motor, and the torque of the drive motor.

79. The multi-purpose vehicle of claim 78, wherein: The method for compensating and adjusting the corresponding motion control parameter of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle comprises: Determine the side to which the deflection angle points as the lagging side; Performing forward iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the lagging side so that the deflection angle is gradually reduced until it is finally maintained at zero; The forward iterative compensation adjustment includes: Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k represent the motion control parameters after the k-1th and kth iteration compensation, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

80. The multi-purpose vehicle of claim 78, wherein: The method for compensating and adjusting the corresponding motion control parameter of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle comprises: Determining the side from which the deflection angle deviates as the leading side; Performing reverse iterative compensation adjustment on the motion control parameter of the corresponding drive motor on the leading side so that the deflection angle is gradually reduced until it is finally maintained at zero; The reverse iterative compensation adjustment includes: Wherein, Φ represents the motion control parameter, Φ k-1 , Φ k They represent the k-1th and kth iteration compensation respectively. The dynamic control parameter, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

81. The multi-purpose vehicle of claim 78, wherein: A method for compensating and adjusting the corresponding motion control parameters of the drive motor of at least one of the left drive assembly and the right drive assembly according to the deflection angle determines the side pointed by the deflection angle as the lagging side, and determines the side deviated by the deflection angle as the leading side; Performing bidirectional iterative compensation adjustment on the motion control parameters of the drive motor corresponding to the leading side and the lagging side, so that the deflection angle is gradually reduced until it is finally maintained at zero; The bidirectional iterative compensation adjustment includes: Wherein, Φ represents the motion control parameter, They respectively represent the motion control parameters of the drive motor corresponding to the lag side after the k-1th and kth iteration compensations, represent the motion control parameters of the driving motor on the leading side after the k-1th and kth iteration compensations, θ represents the deflection angle, θ k represents the deflection angle determined before performing the kth iteration compensation, c z 、c c Respectively represent the corresponding correction parameters of the lagging side and the leading side, and the corresponding value range is 0 <c z ≤2,0 <c x ≤2.

82. A gardening vehicle, characterized in that: Including driving mechanism, operating mechanism, functional mechanism and auxiliary control mechanism; The driving mechanism is arranged on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel; The control mechanism is coupled to the driving mechanism and is used to control the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle; The functional mechanism is configured to perform a specific gardening operation function in a controlled manner; The auxiliary control mechanism is configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally, and to perform a calibration operation when the multi-purpose vehicle is driving abnormally; The auxiliary control mechanism comprises: A control state sensing component, used to determine the control state of the user on the control mechanism, wherein the control state includes a linear control state and a non-linear control state; A driving state sensing component, used to determine the driving state of the multi-functional vehicle, wherein the driving state includes a straight-line driving state and a non-straight-line driving state; and a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state; The calibration controller component is also used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

83. A riding lawn mower, characterized in that: include: Frame; A carrying mechanism, fixedly arranged on the frame, for carrying a user to drive the riding lawn mower; A driving mechanism, arranged on the frame of the multi-purpose vehicle, for driving the multi-purpose vehicle to travel; A control mechanism, coupled to the driving mechanism, for controlling the operating state of the driving mechanism to adjust the driving state of the multi-functional vehicle; A mowing mechanism, configured to perform a mowing function in a controlled manner, comprising a mowing motor and a cutting blade assembly driven by the mowing motor; as well as an auxiliary control mechanism configured to monitor the driving state to determine whether the multi-purpose vehicle is driving abnormally, and to perform a calibration operation when the multi-purpose vehicle is driving abnormally; The auxiliary control mechanism comprises: A control state sensing component, used to determine the control state of the user on the control mechanism, wherein the control state includes a linear control state and a non-linear control state; A driving state sensing component, used to determine the driving state of the multi-functional vehicle, wherein the driving state includes a straight-line driving state and a non-straight-line driving state; and a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state; The calibration controller component is also used to adjust the operating state of the driving mechanism after determining that the multi-functional vehicle is driving abnormally so that the driving state matches the control state.

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