Vehicle control method, multifunctional vehicle and garden operation vehicle

Abstract

The invention discloses a vehicle control method, a multifunctional vehicle and a garden operation vehicle, which can ensure accurate response to the control intention of a user and optimize the user experience. The multifunctional vehicle comprises a driving mechanism, a control mechanism and an auxiliary control mechanism. The auxiliary control mechanism comprises a control state sensing assembly used for determining the control state of a user for the control mechanism, and the control state comprises a linear control state and a non-linear control state; the driving state sensing assembly is used for determining the driving state of the multifunctional vehicle, and the driving state comprises a straight driving state and a non-straight driving state; the calibration controller assembly is used for determining that the multifunctional vehicle runs abnormally when the running state does not match the control state; the calibration controller assembly is further used for adjusting the running state of the driving mechanism after it is determined that the multifunctional vehicle runs abnormally so that the running state can be matched with the control state.

Description

[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 driving wheels of rechargeable lawn mowers use electric motors instead of fuel engines, and the driving wheel motors can be controlled separately to achieve straight-moving, 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, the rechargeable lawn mower realizes driving control by independently controlling the left / right driving wheels through the left / right control handles, which has the advantages of fast control response and flexible operation. However, when the control signals of the left / right control handles deviate, the left / right driving wheels are inconsistent in size, the tire pressure is insufficient, or the vehicle is driving sideways on a slope, it cannot accurately respond to the driver's control intention and cannot maintain straight driving, so that the user needs to make frequent and timely adjustments during operation, which greatly affects the user experience. [Summary of the invention]

[0004] 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 intention and optimize the user experience.

[0005] In one aspect, an embodiment of the present specification provides a vehicle control method, comprising:

[0006] Acquire calibration request information, where the calibration request information is used to request to control the vehicle to travel according to a preset trajectory;

[0007] 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;

[0008] 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;

[0009] The vehicle driving mode is corrected according to the target compensation data so that the vehicle travels along a preset trajectory.

[0010] Optionally, before obtaining the calibration request information, the method further includes:

[0011] Detect whether the calibration function is activated;

[0012] Acquiring a first control parameter and a second control parameter in the target vehicle;

[0013] Calculating a control deviation value between a first control parameter and a second control parameter;

[0014] If the control deviation value is within a preset range and the calibration function has been activated, a calibration request message is generated;

[0015] Wherein, the first control parameter is used to control the vehicle to travel to the left side;

[0016] The second control parameter is used to control the vehicle to move to the right.

[0017] Optionally, the operating parameters of the vehicle include a target attitude angle, and obtaining the operating parameters of the vehicle includes:

[0018] Acquire first data transmitted by the first sensor and second data transmitted by the second sensor;

[0019] 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.

[0020] Optionally, before calculating the target compensation data, the method includes:

[0021] Acquire the type of the preset trajectory, where the type includes at least one of straight-line driving, right-turn driving, or left-turn driving;

[0022] According to the type of the preset trajectory, obtaining preset operating parameters matching the preset trajectory type;

[0023] 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.

[0024] Optionally, the operating parameters of the vehicle include a target attitude angle, and the calculating target compensation data includes:

[0025] Get the preset angle matched by the preset trajectory;

[0026] Calculating a target angle according to a difference between the target posture angle and a preset angle;

[0027] Obtain driving parameters of the vehicle;

[0028] Calculating target compensation data according to the driving parameters of the vehicle and the target angle;

[0029] Wherein, the target angle includes at least: one of a first angle and a second angle;

[0030] 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;

[0031] 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.

[0032] Optionally, the calculating target compensation data includes:

[0033] 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;

[0034] If the vehicle driving parameters include an initial speed, the target speed is calculated by the target speed so that the vehicle returns to a preset trajectory through a control signal;

[0035] If the vehicle driving parameters include an initial torque, the target torque is calculated by the target angle so that the vehicle returns to a preset trajectory by the target torque.

[0036] Optionally, the calculating target compensation data includes:

[0037] 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;

[0038] The target compensation data is calculated according to the preset compensation coefficient, the historical compensation data and the target angle.

[0039] Optionally, the modifying the vehicle driving mode includes:

[0040] Acquiring a current driving parameter of the vehicle, wherein the driving parameter includes at least one of a control signal, a motor torque and a motor speed;

[0041] configuring the driving parameters according to the target compensation data;

[0042] The tire is driven to travel according to the driving parameters.

[0043] In another aspect, an embodiment of the present specification also provides a multifunctional vehicle, including a driving mechanism, a control mechanism, and an auxiliary control mechanism;

[0044] The driving mechanism is arranged on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel;

[0045] 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;

[0046] 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;

[0047] The auxiliary control mechanism comprises:

[0048] 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;

[0049] 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

[0050] a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0051] 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.

[0052] Optionally, the driving mechanism comprises a left driving assembly and a right driving assembly respectively arranged on the left and right sides of the frame;

[0053] The left drive assembly and the right drive assembly both include a drive motor and a drive wheel mechanically connected to the drive motor;

[0054] 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;

[0055] 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;

[0056] 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;

[0057] 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;

[0058] 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.

[0059] 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:

[0060] Determining the rotation direction and rotation angle of the corresponding control rod according to the rotation angle information;

[0061] Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction;

[0062] 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;

[0063] 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;

[0064] And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

[0065] Optionally, the method for the control state perception component to determine the control state includes:

[0066] 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;

[0067] 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;

[0068] 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.

[0069] Optionally, the method for determining whether both the left joystick and the right joystick are rotated forward includes:

[0070] 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;

[0071] 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.

[0072] Optionally, the method for determining whether the left joystick and the right joystick are both rotated to the first forward position includes:

[0073] 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;

[0074] 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.

[0075] Optionally, the method for determining whether the left joystick is aligned with the right joystick includes:

[0076] 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;

[0077] 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;

[0078] 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.

[0079] Optionally, the control mechanism further includes an alignment detection device, and the alignment detection device is configured to determine whether the left control rod is aligned with the right control rod.

[0080] Optionally, 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;

[0081] 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 facing each other;

[0082] Wherein, the end refers to the end of the control rod away from the first axis;

[0083] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0084] Controlling the signal transmitter to transmit the alignment detection signal;

[0085] determining whether the signal receiver receives the alignment detection signal from the signal transmitter;

[0086] In response to the signal receiver receiving the alignment detection signal, it is determined that the left joystick is aligned with the right joystick.

[0087] Optionally, the signal transmitter and the signal receiver are respectively an infrared signal transmitter and an infrared signal receiver.

[0088] Optionally, the signal transmitter and the signal receiver are respectively a laser signal transmitter and a laser signal receiver.

[0089] Optionally, the alignment detection device comprises 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;

[0090] 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;

[0091] Wherein, the end refers to the end of the control rod away from the first axis;

[0092] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0093] Acquire a field strength signal generated by the Hall sensor element sensing the magnetic field strength;

[0094] Comparing the field intensity signal with a preset field intensity threshold to determine whether the field intensity signal exceeds the preset field intensity threshold;

[0095] 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.

[0096] Optionally, the alignment detection device includes an image recognition module and an image identifier;

[0097] 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;

[0098] Wherein, the end refers to the end of the control rod away from the first axis;

[0099] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0100] Controlling the image recognition module to perform an image recognition operation, and determining whether the image recognition module recognizes the image identifier;

[0101] In response to the image recognition module recognizing the image identifier, it is determined that the left joystick is aligned with the right joystick.

[0102] Optionally, the multi-functional vehicle further comprises an inertial measurement module, which is fixedly arranged relative to the vehicle frame and is used to monitor the motion state of the multi-functional vehicle;

[0103] The method for the driving state sensing component to determine the driving state includes:

[0104] Acquiring motion state information generated by the inertial measurement module;

[0105] Determining whether the heading angle component in the motion state information is zero;

[0106] 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;

[0107] 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;

[0108] 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.

[0109] Optionally, the multifunctional vehicle further comprises a universal wheel assembly, which is arranged at the front end of the frame and is rotatably connected to the frame;

[0110] The universal wheel assembly comprises a universal wheel and a deflection detection module;

[0111] 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;

[0112] The method for the driving state sensing component to determine the driving state includes:

[0113] Acquire the deflection state information generated by the deflection detection module;

[0114] Determining whether a deflection angle of the universal wheel relative to the vehicle frame is zero according to the deflection state information;

[0115] 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;

[0116] 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;

[0117] 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.

[0118] Optionally, the universal wheel assembly further includes a rotating shaft, and the universal wheel is rotatably connected to the frame via the rotating shaft;

[0119] A shaft sleeve is formed at the front end of the frame to accommodate the rotating shaft to rotate therein;

[0120] The deflection detection module includes a detection element and a sensing element;

[0121] Wherein, the sensing element is fixedly arranged on the upper end of the rotating shaft;

[0122] The detection element is arranged on the upper end cover of the sleeve, corresponding to the sensing element;

[0123] 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;

[0124] The detection element generates the deflection state information according to the phase motion generated by the sensing element relative to the detection element.

[0125] Optionally, the detection element is a rotation angle potentiometer.

[0126] Optionally, the detection element is a magnetic angle encoder.

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

[0128] Optionally, the detection element is a Hall effect angle sensor.

[0129] Optionally, the detection element is a rotary transformer.

[0130] Optionally, the deflection detection module uses a voltage analog signal to represent the deflection state information.

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

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

[0133] Optionally, the deflection detection module uses a pulse width modulation signal to represent the deflection state information.

[0134] Optionally, the deflection detection module uses an ABZ three-phase coded signal to represent the deflection state information.

[0135] Optionally, the deflection detection module uses a UVW three-phase coded signal to represent the deflection state information.

[0136] Optionally, the multifunctional vehicle comprises a plurality of the universal wheel assemblies;

[0137] 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.

[0138] Optionally, 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:

[0139] determining a yaw angle of the multi-purpose vehicle;

[0140] 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;

[0141] 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.

[0142] Optionally, 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 includes:

[0143] Determine the side to which the deflection angle points as the lagging side;

[0144] 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;

[0145] The forward iterative compensation adjustment includes:

[0146]

[0147] 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.

[0148] Optionally, 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 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 that the deflection angle is gradually reduced until it is finally maintained at zero;

[0151] The reverse iterative compensation adjustment includes:

[0152]

[0153] 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.

[0154] 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

[0155] 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;

[0156] 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;

[0157] The bidirectional iterative compensation adjustment includes:

[0158]

[0159] 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.

[0160] In another aspect, an embodiment of the present specification also provides a multifunctional vehicle, including a driving mechanism, a control mechanism, and an auxiliary control mechanism;

[0161] The driving mechanism is arranged on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel;

[0162] The driving mechanism comprises a left driving assembly and a right driving assembly respectively arranged on the left and right sides of the frame;

[0163] 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;

[0164] 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;

[0165] The left control assembly and the right control assembly respectively include a left control rod, a right control rod and an alignment detection device;

[0166] 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;

[0167] The alignment detection device is configured to determine whether the left joystick is aligned with the right joystick;

[0168] 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;

[0169] The auxiliary control mechanism comprises:

[0170] 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;

[0171] 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

[0172] a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0173] 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.

[0174] 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;

[0175] 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;

[0176] 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;

[0177] 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.

[0178] 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:

[0179] Determining the rotation direction and rotation angle of the corresponding control rod according to the rotation angle information;

[0180] Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction;

[0181] 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;

[0182] 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;

[0183] And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

[0184] Optionally, 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 stick and the right control stick and the detection result of the alignment detection device includes:

[0185] 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;

[0186] 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;

[0187] 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.

[0188] Optionally, the method for determining whether both the left joystick and the right joystick are rotated forward includes:

[0189] 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;

[0190] 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.

[0191] Optionally, the method for determining whether the left joystick and the right joystick are both rotated to the first forward position includes:

[0192] 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;

[0193] 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.

[0194] Optionally, 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;

[0195] 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 facing each other;

[0196] Wherein, the end refers to the end of the control rod away from the first axis;

[0197] 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:

[0198] Controlling the signal transmitter to transmit the alignment detection signal;

[0199] determining whether the signal receiver receives the alignment detection signal from the signal transmitter;

[0200] In response to the signal receiver receiving the alignment detection signal, it is determined that the left joystick is aligned with the right joystick.

[0201] Optionally, the signal transmitter and the signal receiver are respectively an infrared signal transmitter and an infrared signal receiver.

[0202] Optionally, the signal transmitter and the signal receiver are respectively a laser signal transmitter and a laser signal receiver.

[0203] Optionally, the alignment detection device comprises 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;

[0204] 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;

[0205] Wherein, the end refers to the end of the control rod away from the first axis;

[0206] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0207] Acquire a field strength signal generated by the Hall sensor element sensing the magnetic field strength;

[0208] Comparing the field intensity signal with a preset field intensity threshold to determine whether the field intensity signal exceeds the preset field intensity threshold;

[0209] 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.

[0210] Optionally, the alignment detection device includes an image recognition module and an image identifier;

[0211] 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;

[0212] Wherein, the end refers to the end of the control rod away from the first axis;

[0213] The method for determining whether the left joystick is aligned with the right joystick comprises:

[0214] Controlling the image recognition module to perform an image recognition operation, and determining whether the image recognition module recognizes the image identifier;

[0215] In response to the image recognition module recognizing the image identifier, it is determined that the left joystick is aligned with the right joystick.

[0216] Optionally, the multi-functional vehicle further comprises an inertial measurement module, which is fixedly arranged relative to the vehicle frame and is used to monitor the motion state of the multi-functional vehicle;

[0217] The method for the driving state sensing component to determine the driving state includes:

[0218] Acquiring motion state information generated by the inertial measurement module;

[0219] Determining whether the heading angle component in the motion state information is zero;

[0220] 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;

[0221] 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;

[0222] 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.

[0223] Optionally, 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:

[0224] determining a yaw angle of the multi-purpose vehicle;

[0225] 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;

[0226] 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.

[0227] Optionally, 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 includes:

[0228] Determine the side to which the deflection angle points as the lagging side;

[0229] 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;

[0230] The forward iterative compensation adjustment includes:

[0231]

[0232] Wherein, Φ represents the motion control parameter, Φ k-1 , Φ krepresent 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.

[0233] Optionally, 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 includes:

[0234] Determining the side from which the deflection angle deviates as the leading side;

[0235] 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;

[0236] The reverse iterative compensation adjustment includes:

[0237]

[0238] 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.

[0239] 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

[0240] 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;

[0241] 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;

[0242] The bidirectional iterative compensation adjustment includes:

[0243]

[0244] 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.

[0245] In another aspect, an embodiment of the present specification also provides a multifunctional vehicle, including a driving mechanism, a control mechanism, a universal wheel assembly, and an auxiliary control mechanism;

[0246] The driving mechanism is arranged on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel;

[0247] 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;

[0248] 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;

[0249] 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;

[0250] 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;

[0251] The auxiliary control mechanism comprises:

[0252] 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;

[0253] 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

[0254] a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0255] 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.

[0256] 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:

[0257] Determining the rotation direction and rotation angle of the corresponding control rod according to the rotation angle information;

[0258] Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction;

[0259] 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;

[0260] 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;

[0261] And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

[0262] 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:

[0263] Determining the rotation direction and rotation angle of the corresponding control rod according to the rotation angle information;

[0264] Controlling the rotation direction and rotation speed of the output shaft in the drive motor based on the rotation direction;

[0265] 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;

[0266] 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;

[0267] And, the rotation speed of the output shaft in the driving motor is controlled in proportion to the rotation angle.

[0268] Optionally, the method for the control state perception component to determine the control state includes:

[0269] 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;

[0270] 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;

[0271] 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.

[0272] Optionally, the method for determining whether both the left joystick and the right joystick are rotated forward includes:

[0273] 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;

[0274] 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.

[0275] Optionally, the method for determining whether the left joystick and the right joystick are both rotated to the first forward position includes:

[0276] 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;

[0277] 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.

[0278] Optionally, the method for determining whether the left joystick is aligned with the right joystick includes:

[0279] 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;

[0280] 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;

[0281] 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.

[0282] Optionally, the method for determining the driving state of the multi-functional vehicle according to the detection result of the deflection detection module includes:

[0283] Acquire the deflection state information generated by the deflection detection module;

[0284] Determining whether a deflection angle of the universal wheel relative to the vehicle frame is zero according to the deflection state information;

[0285] 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;

[0286] 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;

[0287] 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.

[0288] Optionally, the universal wheel assembly further includes a rotating shaft, and the universal wheel is rotatably connected to the frame via the rotating shaft;

[0289] A shaft sleeve is formed at the front end of the frame to accommodate the rotating shaft to rotate therein;

[0290] The deflection detection module includes a detection element and a sensing element;

[0291] Wherein, the sensing element is fixedly arranged on the upper end of the rotating shaft;

[0292] The detection element is arranged on the upper end cover of the sleeve, corresponding to the sensing element;

[0293] 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;

[0294] The detection element generates the deflection state information according to the phase motion generated by the sensing element relative to the detection element.

[0295] Optionally, the detection element is a rotation angle potentiometer.

[0296] Optionally, the detection element is a magnetic angle encoder.

[0297] Optionally, the detection element is a photoelectric angle encoder.

[0298] Optionally, the detection element is a Hall effect angle sensor.

[0299] Optionally, the detection element is a rotary transformer.

[0300] Optionally, the deflection detection module uses a voltage analog signal to represent the deflection state information.

[0301] Optionally, the deflection detection module uses a current analog signal to characterize the deflection state information.

[0302] Optionally, the deflection detection module uses a resistance analog signal to represent the deflection state information.

[0303] Optionally, the deflection detection module uses a pulse width modulation signal to represent the deflection state information.

[0304] Optionally, the deflection detection module uses an ABZ three-phase coded signal to represent the deflection state information.

[0305] Optionally, the deflection detection module uses a UVW three-phase coded signal to represent the deflection state information.

[0306] Optionally, the multifunctional vehicle comprises a plurality of the universal wheel assemblies;

[0307] 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.

[0308] Optionally, 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:

[0309] determining a yaw angle of the multi-purpose vehicle;

[0310] 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;

[0311] 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.

[0312] Optionally, 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 includes:

[0313] Determine the side to which the deflection angle points as the lagging side;

[0314] 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;

[0315] The forward iterative compensation adjustment includes:

[0316]

[0317] 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.

[0318] Optionally, 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 includes:

[0319] Determining the side from which the deflection angle deviates as the leading side;

[0320] 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;

[0321] The reverse iterative compensation adjustment includes:

[0322]

[0323] 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.

[0324] 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

[0325] 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;

[0326] 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;

[0327] The bidirectional iterative compensation adjustment includes:

[0328]

[0329] 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.

[0330] On the other hand, the embodiments of this specification also provide a gardening work vehicle, including a driving mechanism, a control mechanism, a functional mechanism, and an auxiliary control mechanism;

[0331] The driving mechanism is arranged on the frame of the multi-purpose vehicle and is used to drive the multi-purpose vehicle to travel;

[0332] 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;

[0333] The functional mechanism is configured to perform a specific gardening operation function in a controlled manner;

[0334] 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;

[0335] The auxiliary control mechanism comprises:

[0336] 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;

[0337] 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

[0338] a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0339] 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.

[0340] In another aspect, the present specification also provides a riding lawn mower, comprising:

[0341] Frame;

[0342] A carrying mechanism, fixedly arranged on the frame, for carrying a user to drive the riding lawn mower;

[0343] A driving mechanism, arranged on the frame of the multi-purpose vehicle, for driving the multi-purpose vehicle to travel;

[0344] 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;

[0345] 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; and

[0346] 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;

[0347] The auxiliary control mechanism comprises:

[0348] 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;

[0349] 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

[0350] a calibration controller component for determining that the multi-purpose vehicle is driving abnormally when the driving state does not match the control state;

[0351] 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.

[0352] It can be seen from the above that a vehicle control method, a multi-functional vehicle, and a garden operation vehicle provided by one or more optional embodiments of this specification have the following beneficial technical effects:

[0353] 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, the correction function is activated to obtain target compensation data, and the vehicle's driving parameters are configured through the target compensation data, that is, additional correction control is applied to the wheels to actively compensate for the deviation. In this way, the vehicle body posture can be corrected in real time during vehicle driving, which solves the problem that the prior art cannot handle vehicle driving deviations in a timely and accurate manner, and improves the efficiency of vehicle driving control.

[0354] The above-mentioned vehicle control method is applied in 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 driving mechanism in the multi-functional vehicle, so that the driving state can be adjusted to match the control state in time, and the straight-line driving calibration can be achieved to eliminate the vehicle driving abnormality. In this way, it can be ensured that the multi-functional vehicle can always accurately and correctly respond to the user's control intentions, greatly optimizing the user experience. [Drawings]

[0355] 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:

[0356] Figure 1-a A schematic diagram of a rechargeable lawn mowing device in a related technical solution is shown;

[0357] Figure 1-b A schematic diagram showing the corresponding relationship between the left side control angle and the actual speed of the rechargeable lawn mowing device in the related technical solution is shown;

[0358] Figure 1-c A schematic diagram showing the corresponding relationship between the right side control angle and the actual speed of the rechargeable lawn mowing device in the related technical solution is shown;

[0359] Figure 1-d A schematic diagram of the driving deflection of a rechargeable lawn mowing device in a related technical solution is shown;

[0360] Figure 1-e A schematic diagram showing a change in driving trajectory of a vehicle control method provided by one or more optional embodiments of the present specification during a vehicle deviation correction process;

[0361] Figure 2A schematic diagram of the structure of a multi-functional vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0362] Figure 3 A schematic diagram of a driving mechanism in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0363] Figure 4 A schematic diagram of a control mechanism in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0364] Figure 5 A schematic diagram of the structure of a control component in a multi-purpose vehicle, a garden operation vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0365] Figure 6 A schematic diagram showing the rotation range of a control lever in a control assembly of a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0366] Figure 7 A schematic diagram showing the corresponding relationship between the rotation angle information of the joystick and the rotation direction and rotation angle of the corresponding joystick in a multi-purpose vehicle, a garden operation vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0367] Figure 8 A driving control logic function block diagram of a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0368] Fig. 9 A schematic diagram showing a method for controlling the direction and speed of a driving motor by a driving control module in a multi-purpose vehicle, a gardening vehicle, or a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0369] Fig.10 Another driving control logic function block diagram of a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0370] Fig.11 A schematic diagram showing a method for determining a control state of a control state sensing component in a multi-purpose vehicle, a garden operation vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0371] Fig.12A schematic diagram showing a 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 the present specification;

[0372] Fig.13 Another structural schematic diagram of a control mechanism in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0373] Fig.14 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 the present specification;

[0374] Fig.15 Another structural schematic diagram of a control mechanism in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0375] Fig.16 A schematic diagram showing the spatial position relationship between a Hall sensor element and a magnetic element in an alignment detection device in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0376] Fig.17 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 the present specification;

[0377] Fig.18 Another structural schematic diagram of a control mechanism in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0378] Fig.19 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 the present specification;

[0379] Fig. 20 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 the present specification is shown;

[0380] Fig.21 A schematic diagram of the structure of a universal wheel assembly in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0381] Fig. 22A schematic diagram showing another method for determining a driving state by 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 the present specification;

[0382] Figure 23-a A schematic diagram showing 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, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0383] Figure 23-b A schematic diagram showing 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, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0384] Figure 24-a A schematic diagram showing a mapping relationship between a current analog signal of a deflection detection module and a positive correlation between a deflection angle in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0385] Figure 24-b A schematic diagram showing 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, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0386] Figure 25-a A schematic diagram showing a mapping relationship between a resistance analog signal of a deflection detection module and a positive correlation between a deflection angle in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0387] Figure 25-b A schematic diagram showing a mapping relationship between a resistance analog signal of a deflection detection module and a negative correlation between a deflection angle in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0388] Figure 26-a A schematic diagram showing a mapping relationship between a duty cycle of a PWM signal of a deflection detection module and a deflection angle in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0389] Figure 26-b A schematic diagram showing a mapping relationship between a duty cycle of a PWM signal of a deflection detection module and a negative correlation between a deflection angle in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0390] Figure 27-aA schematic diagram showing a mapping relationship between a PWM signal frequency of a deflection detection module and a positive correlation between a deflection angle in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0391] Figure 27-b A schematic diagram showing a mapping relationship between a PWM signal frequency of a deflection detection module and a negative correlation between a deflection angle in a multi-purpose vehicle, a gardening vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0392] Fig.28 A schematic diagram showing the mapping relationship between the PWM signal pulse and the deflection angle of a deflection detection module in a multi-purpose vehicle, a garden operation vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0393] Fig.29 A schematic diagram showing 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 garden operation vehicle, and a riding lawn mower provided by one or more optional embodiments of the present specification;

[0394] Fig.30 A schematic diagram showing 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, and a riding lawn mower provided by one or more optional embodiments of the present specification is shown;

[0395] Fig.31 A schematic diagram of 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 by one or more optional embodiments of the present specification is shown. [Specific implementation method]

[0396] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are 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 creative work are within the scope of protection of the present invention.

[0397] 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 driving wheels of rechargeable lawn mowers use electric motors instead of fuel engines, and the driving wheel motors can be controlled separately to achieve straight-moving, 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.

[0398] In some related technical solutions, the rechargeable lawn mower realizes driving control by independently controlling the left / right driving wheels through the left / right control handles, which has the advantages of fast control response and flexible operation. However, when the control signals of the left / right control handles deviate, the left / right driving wheels are inconsistent in size, the tire pressure is insufficient, or the vehicle is driving sideways on a slope, it cannot accurately respond to the driver's control intention and cannot maintain straight driving, so that the user needs to make frequent and timely adjustments during operation, which greatly affects the user experience.

[0399] Here are some specific examples to illustrate: Figure 1-a The rechargeable lawn mower operating device shown drives the operation of the left tire and the right tire through the control device. During the operation of the riding device, the left control lever and the right control lever may have errors caused by the mechanical structure itself, user control, or control signal errors, so that the speed signals matched by the left control lever and the right control lever detected by the sensor are inconsistent. For example, when the left control lever is pushed to the first gear, the first gear indicates that the actual speed signal corresponding to the highest speed position is 95% (highest speed). Figure 1-b As shown; and the right wheel rocker is pushed to the first gear, the first gear indicates the actual speed signal corresponding to the highest forward speed position is 100% (highest speed), as shown Figure 1-c As shown, it can be known that the actual speed of the left side is lower than that 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, such as Figure 1-d shown.

[0400] The above examples are only used to illustrate the driving errors caused by the joystick. During the operation of the riding equipment, 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 all lead to driving deviations. No specific limitations are made here.

[0401] Riding working equipment has driving deviations, cannot accurately respond to the driver's control intentions, and cannot maintain straight driving, so that it needs to be adjusted frequently and timely during operation, which greatly affects the user experience. In view of this, the purpose of this specification is to propose a vehicle control method and a multi-functional vehicle, a garden working vehicle and a riding lawn mower, which monitor and compare the user's control intentions and the vehicle's driving status in real time, and perform straight line calibration control in time when the vehicle has abnormal driving, so as to ensure that the vehicle can accurately respond to the user's control intentions, thereby optimizing the user experience.

[0402] Based on the above objectives, on one hand, an embodiment of the present specification provides a vehicle control method.

[0403] In order to make the technical solutions and advantages of the embodiments of this specification more clear, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0404] The following is a brief description of the application environment of the vehicle control method provided in the embodiments of this specification:

[0405] A vehicle control method provided in an embodiment of the present specification is applied to a vehicle control system, wherein the vehicle control system 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, wherein 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 may be a hardware module or a processing module in a server.

[0406] The measuring module is used to detect the running state of the vehicle during driving, so as to calculate the current driving and

[0407] The offset of the preset route, for example, the measurement module may include an inertial measurement unit (IMU), which may include at least a 6-axis sensor, which includes a 3-axis gyroscope and a 3-axis accelerometer. The 3-axis refers to the 3 coordinate axes under the X, Y, and Z planes in the coordinate system. The 3-axis gyroscope measures the angular velocity on each axis, and the accuracy is generally ° / s, that is, the degree that can be traveled per second according to this trend. The 3-axis accelerometer measures the gravitational acceleration on each axis. The gyroscope can integrate to obtain the attitude angle, and the accelerometer can obtain the attitude angle through the 3-axis relationship. The gyroscope obtains the attitude angle, which is accurate in a short time and will drift for a long time. The accelerometer obtains the attitude angle, which has severe oscillation in a short time and is relatively accurate for a long time. Then, the data of these two sensors are fused to complement each other, and a relatively accurate attitude angle can be obtained.

[0408] The driving module is used to configure the vehicle driving parameters according to the compensation data after acquiring the compensation data, so as to change the vehicle driving mode, such as configuring the motor speed of the vehicle.

[0409] The vehicle control system can be detachably deployed in the riding device, which is convenient for vehicle driving control and system maintenance and upgrading.

[0410] 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 to drive to the left, and the right wheel controller is used to control the motor of the vehicle to drive to the right.

[0411] The following embodiments use the processor in the above trajectory processing system as the execution subject, and apply the method provided in the embodiments of this specification to the case where the vehicle deviates from the preset trajectory during driving as an example for specific description. The vehicle control method provided in the embodiments of this specification includes the following steps 201 to 204:

[0412] Step 201: Obtain calibration request information.

[0413] The calibration request information is used to request to control the vehicle to travel according to a preset trajectory.

[0414] The above-mentioned vehicles may at least include vehicles 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.

[0415] In the embodiments of this specification, whether to obtain the calibration request information can be determined by detecting whether the calibration function is triggered, wherein the calibration function can be determined by detecting a button module or a control device, wherein the button module can be a physical button or a virtual button, such as detecting whether the user presses the button in the detection display screen, and the user has pushed the left / right walking control handle sensor to the preset position, then the left / right wheel calibration request is sent to the vehicle controller. It is also possible to first determine whether the current driving trajectory of the vehicle matches the preset trajectory, such as detecting whether the posture angle changes and is greater than the preset value, then self-activate the calibration function, or enable the permission to activate the calibration function.

[0416] Step 202: Acquire current operating parameters of the vehicle according to the calibration request information.

[0417] The operating parameters can be used to indicate the current driving direction and posture of the vehicle, and 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.

[0418] 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.

[0419] 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.

[0420] 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 the motor torque or the 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, so that the vehicle returns to a straight line.

[0421] Step 204: Correct the driving parameters of the vehicle according to the target compensation data so that the vehicle travels along a preset trajectory.

[0422] The driving parameters are used to control the driving direction and speed of the vehicle 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. The right-side driving parameters are used to drive the vehicle to the right and the driving speed. For example, the driving reference may be used to control the vehicle to travel to the left or to the right or to travel forward or backward.

[0423] 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.

[0424] The method provided in the embodiments of this specification changes the driving trajectory during the vehicle deviation correction process, such as Figure 1-e As shown:

[0425] At the initial moment, when the vehicle is traveling at a zero target steering angle, that is, traveling in a straight line, the vehicle's running trajectory is detected by the change in the posture angle; if the calibration function is activated, it is determined whether the vehicle's posture angle has changed and is greater than the preset value; if so, the target compensation data is obtained according to the preset trajectory and driving parameters of the posture angle, and the driving parameters are configured through the target compensation data to complete the correction process, so that the vehicle finally returns to the preset trajectory.

[0426] The vehicle mentioned in this embodiment may be a vehicle with multiple wheels that can be driven and controlled independently. For a distributed drive vehicle, since each drive wheel is in a completely decoupled and independent state, the vehicle is prone to deviation due to wheel speed imbalance. The deviation correction based on four-wheel alignment can only be performed when the vehicle is stationary, and when the vehicle deviates from the predetermined trajectory during driving, the vehicle is usually unable to recognize this phenomenon in real time and make active corrections, thereby reducing the straight-line driving performance of the vehicle.

[0427] The method provided in the present application includes: determining whether a calibration function is activated, such as whether an activation calibration button is detected, whether a calibration instruction is received, etc., when calibrating a vehicle driving path;

[0428] If the calibration function has been activated, a preset path is obtained, and an error threshold is determined according to the preset path. The error threshold may include: an allowable threshold of the deviation between the left driving control signal and the right driving control signal, or an allowable threshold of the deviation between the left driving motor and the right driving motor. It is determined whether the error between the left driving control signal and the right driving control signal corresponding to the current vehicle is greater than the threshold; or it is determined whether the error between the left driving motor parameter and the right driving motor parameter corresponding to the current vehicle is greater than the threshold;

[0429] If any judgment result in the above judgment process is greater than the threshold, calibration will be started to calculate the target compensation data of the vehicle according to the preset path and error; the control signal or motor parameters of the vehicle will be configured according to the target compensation data so that the vehicle's driving returns to the preset path.

[0430] The method provided in the embodiments of this specification obtains the operating parameters of the vehicle during the driving of the vehicle to determine in real time whether the driving of the vehicle deviates from the preset trajectory. If a deviation occurs, the correction function is activated to obtain target compensation data, 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 body posture in real time during vehicle driving, solves the problem of the prior art that is unable to handle vehicle driving deviations in a timely and accurate manner, and improves the efficiency of vehicle driving control. At the same time, only a processor and a measurement module are required for the calibration operation, and the structure is simple, the cost is controllable, and it is easy to implement.

[0431] In an optional embodiment of the present application, obtaining target deviation data in step 201 includes steps 301 to 304:

[0432] Step 301: Detect whether the calibration function is activated.

[0433] Whether to activate the calibration function 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.

[0434] Step 302: Obtain a first control parameter of a left control module and a second control parameter of a right control module in the target vehicle.

[0435] The driving of the vehicle in the embodiment of this specification can be controlled by multiple control modules. Each tire can be driven to drive through the control parameters in the control module. The control parameters may include control instructions or sensor data or motor torque or motor speed, etc.

[0436] Step 303: Calculate a control parameter deviation value between the first control parameter and the second control parameter.

[0437] 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.

[0438] 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, as an example for explanation:

[0439] Example 1: Determine whether the rotation angle signal SL (left driving control rotation angle signal) and SR (right driving control rotation angle signal) are both greater than the lower limit Smax-LT of the preset rotation angle signal output maximum value, that is, determine whether the left / right handle has been pushed forward to the top. The method for determining Smax-LT is based on the error range ±ΔS1 given in the signal sensor specification, referring to the measured error data ΔS2, and considering a certain error margin ΔS3, and comprehensively calculating to obtain Smax-LT=Smax-MAX(ΔS1, ΔS2)-ΔS3.

[0440] Example 2: Determine whether the absolute value of the difference between the rotation angle signals SL and SR is less than or equal to the set threshold, that is, |SL-SR|≤ΔSLR-max, where ΔSLR-max is the upper limit of the set absolute value threshold of the difference. The above judgment can prevent the vehicle from performing deviation correction operations during normal driving, because in actual straight-line work, the difference between the rotation angle signals of the left and right travel motors is within the preset threshold range. If the actual collected rotation angle signal data differs greatly, it means that the mechanical positions of the left / right handles are inconsistent, which means that the driver does not expect to drive in a straight line, but to drive in a curve. At this time, straight-line compensation complicates the problem, and the compensation effect is not good or even worse, so it is not very meaningful.

[0441] Step 304: If the control deviation value is within a preset range and the calibration function has been activated, a calibration request message is generated.

[0442] 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 a display interface icon, to remind the user to align the left / right handles as physically as possible.

[0443] 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 operation 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 operation caused by the fact that when the vehicle is traveling at a non-zero target steering angle, that is, the vehicle is actually turning under control, 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.

[0444] 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:

[0445] Step 401: Acquire first data transmitted by a first sensor and second data transmitted by a second sensor.

[0446] The first data and the second data may include an attitude angle, and the attitude angle 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.

[0447] 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.

[0448] Step 402: According to the attitude calculation algorithm, the first data and the second data are fused and processed to obtain the attitude angle.

[0449] The gyroscope can integrate and calculate the attitude angle, 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 a short time, but will drift in a long time; while the attitude angle obtained by the accelerometer will oscillate severely in a short time, but will be relatively accurate in a long 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 an accurate attitude angle can be obtained.

[0450] The posture angle refers to the angle of the sensor in the world coordinate system where the vehicle is located. 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.

[0451] In the embodiment of this specification, by calculating the posture angle, it is possible to calculate whether the current vehicle's driving trajectory deviates from the preset trajectory, so as to improve the subsequent deviation correction processing.

[0452] In an optional embodiment of the present application, the calculation of the target correction data of this iteration in step 203 may include steps 501 to 503:

[0453] Step 501: Obtain the type of the preset trajectory.

[0454] The above-mentioned preset trajectory includes at least one of straight-line driving, right-turn driving, left-turn driving or a special path trajectory.

[0455] Step 502: According to the type of the preset trajectory, obtain preset operating parameters that match the preset trajectory type.

[0456] The preset operating parameters may include at least one of: yaw angular velocity, lateral displacement, heading angle or attitude angle.

[0457] If the preset trajectory type is straight-line driving, the preset yaw angular velocity may be set to zero, or the preset lateral displacement may be set to zero, or the preset heading angle may be set to zero, or the preset attitude angle may be set to zero.

[0458] 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.

[0459] For example, if the heading angle in the current operating parameters is greater than 20° and the heading angle of the preset path is less than 5°, it means that the vehicle has deviated. The embodiments of this specification can quantify the deviation between the current vehicle and the preset trajectory by calculating the current vehicle operating parameters, and accurately formulate a correction strategy based on the current deviation distance of the vehicle, thereby improving the accuracy of the correction.

[0460] 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:

[0461] Step 601: Obtain a preset angle matched by a preset trajectory.

[0462] For example, if the preset trajectory is straight-line driving, the preset angle is determined to be zero degrees in the target coordinate system.

[0463] Step 602: Calculate the target angle according to the difference between the posture angle and the preset angle.

[0464] 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.

[0465] When Ψ∈[-π~0) interval, the vehicle is instructed to leave the preset track to the left, and when Ψ∈(0~π] interval, the vehicle is instructed to leave the preset track to the right. Among them, Ψ∈[-π~0) interval means that the driving direction is deflected in the counterclockwise direction, and Ψ∈(0~π] interval means that the driving direction is deflected in the clockwise direction.

[0466] 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.

[0467] If the posture angle is in a first interval in the target coordinate system, target compensation data is calculated according to a difference between the posture angle and a preset angle, and the vehicle driving parameters are adjusted to cause the vehicle to shift in a first direction.

[0468] 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 is offset to the second direction.

[0469] 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.

[0470] Step 603: Acquire driving parameters of the vehicle.

[0471] That is, the vehicle driving parameters are obtained when the vehicle deviates from the preset trajectory, which is convenient for subsequent analysis of the vehicle's adjustment direction and method. The vehicle driving parameters may include control signals and motor parameters, and the motor parameters include at least motor speed and motor torque.

[0472] Step 604: Calculate target compensation data according to the driving parameters of the vehicle and the target angle.

[0473] That is, the deviation caused by the current driving of the vehicle is compensated in the subsequent driving control, so that the vehicle can return to the preset track through angle adjustment.

[0474] 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:

[0475] Step 701: If the vehicle driving parameters include 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.

[0476] 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.

[0477] 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.

[0478] 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.

[0479] Step 703: If the vehicle driving parameters include an initial torque, a target torque is calculated through a target angle so that the vehicle returns to a preset trajectory through the target torque.

[0480] 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:

[0481] 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;

[0482] The target compensation data is calculated according to the preset compensation coefficient, the historical compensation data and the target angle.

[0483] In the embodiments 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 range 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.

[0484] In an optional embodiment, in the embodiment of the present 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 control signals, motor speed or motor torque, and the specific compensation process is as described in steps 701 to 703 above, which will not be repeated here.

[0485] Based on the same purpose, on the other hand, the embodiment of this specification also provides a multi-functional vehicle.

[0486] like Figure 2 As shown, one or more optional embodiments of this specification provide a multi-functional vehicle, including:

[0487] The vehicle frame 1 has a functional mechanism 12 connected to the vehicle frame, a driving mechanism 14 and a control mechanism 16 .

[0488] The frame 100 at least partially extends in 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. Figure 2 The case where the supporting mechanism 100 includes a seat is only exemplarily shown. The seat or the standing platform is used for sitting or standing during work. That is, the multi-functional 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-functional 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 hand-held operating component can also be provided on the frame 1, and based on the hand-held operating component, the multi-functional vehicle can also provide a hand-pushing working mode.

[0489] The functional mechanism 12 includes an output member for outputting power to achieve a specific function. In some optional embodiments, the functional mechanism 12 is a mowing element for achieving a mowing function. 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 a high speed, and a control module corresponding to the functional motor.

[0490] 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 element is 3 blades, and the number of the corresponding functional motors is also set to 3. In some specific implementations, the functional mechanism 12 also includes a control module corresponding to the mowing motor. The control module includes a control chip, such as MCU, ARM, etc.

[0491] In some optional embodiments, the functional mechanism 12 may also be a cleaning element for realizing clean energy supply. The functional mechanism further includes a functional motor for driving the cleaning element and a control module corresponding to the functional motor.

[0492] It can be understood 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 protection scope of this embodiment.

[0493] like Figure 3 As shown, the driving mechanism 14 is used to make the multi-functional vehicle travel in a garden scene such as a lawn, a garden, a fence, a green or other roads. In some optional embodiments, the driving mechanism 14 includes a left driving assembly 141 and a right driving assembly 142 respectively arranged on the left and right sides of the frame. The left driving assembly 141 and the right driving assembly 142 both include a driving motor 143 and a driving wheel 144 mechanically connected to the driving motor 143. The driving motor 143 can transmit power to the driving wheel 144 to drive the driving wheel 144 to rotate, so as to drive the multi-functional vehicle to move.

[0494] When the driving motors 143 in the left driving assembly 141 and the right driving assembly 142 drive the corresponding driving wheels 144 with different powers, a speed difference is generated between the left and right driving wheels 144, so that the multi-functional vehicle turns.

[0495] like Figure 2 As shown, the multi-functional vehicle further includes a power supply system 102 , and the power supply system 102 is used to supply power to the functional mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0496] The power system 102 is disposed on the frame 1 and is detachably connected to the 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. The 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, battery cell type, charge information, battery health status information, etc.

[0497] In some optional embodiments, the difference between the first specification battery pack and the second specification battery pack is that the battery pack capacity is different. 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 chain saws. 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.

[0498] In some optional embodiments, the difference between the first specification battery pack and the second specification battery pack is that different types of battery cells are used. For example, the first specification battery pack and the second specification battery pack can respectively use lithium iron phosphate battery cells and ternary lithium battery cells. The multiple battery cells in the power supply system can also use nickel-chromium battery cells, lead-acid battery cells, graphene battery cells, etc.

[0499] 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 multi-functional vehicle can be compatible with battery packs of different specifications, which can meet the high-power working requirements and can also be adapted to handheld electric gardening tools, making the working method of the staff more flexible.

[0500] like Figure 2 As shown, 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.

[0501] In some optional implementations, corresponding to the left driving component 141 and the right driving component 142 in the driving mechanism 14, the control mechanism 16 is configured to include a left control component 161 and a right control component 162. The left control component 161 and the right control component 162 are respectively coupled to the left driving component 141 and the right driving component 142 to control the operating states of the left driving component 141 and the right driving component 142, respectively.

[0502] like Figures 4 to 8 As shown, 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 driving controller module 164 .

[0503] like Figure 5 , 6 As shown, the left control rod 1611 and the right control rod 1621 are configured to be controlled to rotate around the first axis 201 between the first forward position 202, the middle position 203 and the first backward position 204. The figure takes the right control assembly 162 as an example for description, and the upper half of the right control rod 1621 is not shown.

[0504] The first axis 201 is substantially perpendicular to the extension direction of the body of the multi-purpose vehicle. During the rotation process, when the control lever approaches the front end of the frame 1, it is rotating forward and is in the forward position, and the limit position that the control lever can reach by rotating forward is the first forward position 202; when the control lever approaches the rear end of the frame 1, it is rotating backward and is in the backward position, and the limit position that the control lever can reach by rotating backward is the first backward position 204; when the control lever maintains a vertical or substantially vertical position relationship with the frame 1, it is in the intermediate position 203.

[0505] In some optional embodiments, a limit plate assembly is further provided in the control mechanism 16. 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 grooves to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0506] Taking the first limit plate as an example, when the left control rod 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 control rod 1611 can reach by rotating.

[0507] The rotation detection module 163 is set corresponding to the corresponding joystick, and can be specifically 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 rotation angle information accordingly.

[0508] In some optional embodiments, the rotation detection module 163 may use a Hall angle sensor. Figure 7, which is a schematic diagram of the corresponding relationship between the rotation angle information output by the Hall angle sensor and the rotation direction and rotation angle of the corresponding joystick when the Hall angle sensor is selected as the rotation detection module 163 .

[0509] Exemplarily, 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, i.e., 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, i.e., rotating close to the first backward position 204, can be defined as positive, and the relative forward rotation angle can be defined as negative.

[0510] The Hall angle sensor can output the rotation angle information in the form of a voltage signal, and the range of the output voltage signal corresponding to the rotation angle range of the joystick is [0,5V]. Figure 7 As shown, there is a linear proportional relationship between the voltage value output by the Hall angle sensor and the rotation angle of the joystick.

[0511] like Figure 8 As shown, the drive controller module 164 is communicatively connected with 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.

[0512] like Fig. 9 As shown, 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 component according to the rotation angle information includes:

[0513] S101: Determine the rotation direction and rotation angle of the corresponding control lever according to the rotation angle information.

[0514] The driving controller module 164 may determine the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information.

[0515] S102: Controlling the rotation direction and rotation speed of the output shaft in the driving motor based on the rotation direction.

[0516] In response to the operating lever rotating forward, the output shaft is controlled to output power in a first rotation direction to drive the driving wheel to rotate forward.

[0517] In response to the operating lever rotating backward, the output shaft is controlled to output power in a second rotation direction to drive the driving wheel to rotate backward.

[0518] And, the rotation speed of the output shaft in 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:

[0519]

[0520] 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 that the drive controller module 164 controls the maximum rotation speed that the output shaft in the drive motor 143 can reach.

[0521] Take the left control component 161 controlling the left drive component 141 as an example for explanation. The left control lever 1611 mechanically rotates at an angle of ±20° around the first axis 201, and its forward rotation angle is positive. The voltage signal output by the rotation detection module 163 in the left control component 161 is in the range of [0,5V]. The drive controller module 164 can control the maximum rotation speed of the output shaft of the corresponding drive motor 143 to be, for example, 2500rpm, and the maximum driving speed of the corresponding drive wheel 144 is, for example, 12km / h.

[0522] The rotation angle information output by the rotation detection module 163 in the left control component 161 for detecting the left control rod 1611 is: 3.0V. Then, the drive controller module 164 in the left control component 161 can determine that the rotation direction of the left control rod 1611 is forward rotation, and the rotation angle is 4° according to the rotation angle information. Further, the drive controller module 164 controls the drive motor 143 in the left drive component 141 to output power in the 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 500rpm, which can drive the left drive wheel to travel forward at a speed of 3km / h.

[0523] The rotation angle information output by the rotation detection module 163 in the left control component 161 for detecting the left control rod 1611 is: 1.5V. Then, the drive controller module 164 in the left control component 161 can determine that the rotation direction of the left control rod 1611 is backward rotation, and the rotation angle is -8° according to the rotation angle information. Further, the drive controller module 164 controls the drive motor 143 in the left drive component 141 to output power in the second rotation direction, thereby driving the corresponding drive wheel 144 to rotate backward, and controls the rotation speed of the output shaft in the drive motor 143 to 1000rpm, which can drive the left drive wheel to travel backward at a speed of 6km / h.

[0524] like Fig.10 As shown, the multi-functional vehicle further includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 can be integrated in the vehicle control unit (VCU) of the multi-functional vehicle, or an independent controller module can be provided in the multi-functional vehicle as the auxiliary control mechanism 18. The vehicle control unit VCU is configured to regulate the whole vehicle operation state of the multi-functional vehicle, including controlling the operation state of the functional mechanism 12 and the driving mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0525] Those skilled in the art may understand 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 is more convenient for communicating with the vehicle controller VCU while also reducing the vehicle communication lines and reducing production costs.

[0526] The auxiliary control mechanism 18 is used to monitor the driving state of the multi-functional vehicle, determine whether it has driving abnormalities, and perform calibration operations when the multi-functional vehicle has driving abnormalities to eliminate the vehicle driving abnormalities in a timely manner.

[0527] In some optional embodiments, the auxiliary control mechanism 18 includes a handling state sensing component 181 , a driving state sensing component 182 and a calibration controller component 183 .

[0528] The control state sensing component 181 is configured to determine the control state of the user on 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 represent the user's control intention for the multi-functional vehicle to drive in a straight line, and the non-straight-line control state can represent the user's control state for the multi-functional vehicle to drive in a non-straight line, for example, the user controls the multi-functional vehicle to turn left, turn right, back up, etc.

[0529] In some optional embodiments, the control state sensing component 181 may use the detection results of the rotation detection component 163 in the left control component 161 and the right control component 162 to determine the specific control state of the user on the control mechanism 16. For example, if it is determined through the detection results of the rotation detection component 163 in the left control component 161 and the right control component 162 that the left control rod 1611 and the right control rod 1621 are both rotated forward, and the rotation angles of the two are the same or substantially the same, then the control state sensing component 181 may determine that the control state of the user on the control mechanism 16 is a linear control state.

[0530] The driving state sensing component 182 is configured to determine the driving state of the multi-functional 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 use a body posture sensor disposed in the multi-functional vehicle to determine the specific driving state. For example, if the body posture sensor determines that the multi-functional vehicle deflects during driving, it may be determined that the multi-functional vehicle is in a non-straight driving state.

[0531] 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 can determine that the multi-purpose vehicle is driving abnormally.

[0532] When it is determined that the multi-function vehicle has a driving abnormality, the calibration controller component 183 can also adjust the operating state of the drive mechanism 16 so that the actual driving state of the multi-function vehicle matches the control state for the control mechanism 14. Specifically, the calibration controller component 183 can adjust the output power of the drive motor 143 in the left drive component 141 and the right drive component 142, thereby adjusting the rotation speed of the drive wheels 144 on the left and right sides, and then changing the differential speed of 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 eliminates the driving abnormality of the multi-function vehicle.

[0533] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from a user, and perform a calibration operation in response to the active calibration instruction.

[0534] 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.

[0535] 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 that the abnormal driving state that may occur in the multi-functional vehicle can be detected and determined in time. 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 time, and the 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.

[0536] like Fig.11 As shown, in a multi-functional vehicle provided in one or more optional embodiments of the present specification, the method for the control state sensing component to determine the control state includes:

[0537] S201: 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.

[0538] 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 rod 1611 and the right control rod 1621 can be determined, based on which it can be determined whether the left control rod 1611 and the right control rod 1621 are both rotated forward or whether they are both rotated to the first forward position 202.

[0539] When the left joystick 1611 and the right joystick 1621 are both rotated forward or rotated to the first forward position 202 under the operation of the user, it indicates that the user intends to control the left and right driving wheels 144 to rotate forward. Among them, the left joystick 1611 and the right joystick 1621 are both rotated to the first forward position 202, indicating that the user intends to control the left and right driving wheels 144 to drive forward at the maximum speed. Both situations represent the user's driving intention to control the multi-functional vehicle to drive forward.

[0540] 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.

[0541] If the corresponding rotation angle information of the left joystick 1611 and the right joystick 1621 meets the following conditions:

[0542]

[0543] 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.

[0544] 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 may be, for example, (0°, 3°].

[0545] It is understood by those skilled in the art that it is difficult for a user to accurately align the left and right joysticks during manual control of the joystick, and there are control errors, assembly errors that may exist in a multi-functional vehicle, and sensing errors that may exist in the rotation detection component 163. Considering the impact caused by various possible errors, the angle lower limit threshold is set to avoid misjudgment of results that may be caused by errors or slight shaking of the joystick.

[0546] 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 upper limit threshold to determine whether the left joystick 1611 and the right joystick 1621 are both rotated to the first forward position 202 .

[0547] If the corresponding rotation angle information of the left joystick 1611 and the right joystick 1621 meets the following conditions:

[0548]

[0549] 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 .

[0550] Among them, θ L ,θ R represent the rotation angles of the left joystick 1611 and the right joystick 1621, θ hx represents the angle upper limit threshold, the angle upper limit threshold θ lx It can be flexibly adjusted 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°).

[0551] It is understood by those skilled in the art that it is difficult for a user to accurately align the left and right joysticks during manual control of the joystick, and there are control errors, assembly errors that may exist in a multi-functional vehicle, and sensing errors that may exist in the rotation detection component 163. Considering the impact caused by various possible errors, the angle upper limit threshold is set to avoid misjudgment of results that may be caused by errors or slight shaking of the joystick.

[0552] 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 is aligned with the right joystick.

[0553] After clarifying the user's driving intention to control the multi-functional vehicle to move forward, it can be further determined whether the left joystick 1611 and the right joystick 1621 are aligned in spatial position relationship.

[0554] In some optional implementations, whether the left joystick 1611 and the right joystick 1621 are aligned can be determined by determining whether the corresponding rotation angles are equal or substantially equal. Fig.12 As shown, in a multi-function vehicle provided by one or more optional embodiments of the present specification, a method for determining whether the left joystick 1611 is aligned with the right joystick 1621 includes:

[0555] 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.

[0556] 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.

[0557] S303: In response to the absolute value of the difference not exceeding the angle deviation threshold, determining that the left joystick is aligned with the right joystick.

[0558] That is, the left and right joysticks can be determined to be aligned when the following conditions are met:

[0559] |Δθ|=|θ L -θ R |≤(Δθ) max

[0560] 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 the actual application situation, and its specific value range can be, for example, [1°, 5°].

[0561] It is understood by those skilled in the art that it is difficult for the user to accurately control the alignment of the left and right joysticks during manual control of the joystick. There are control errors, assembly errors that may exist in multi-functional vehicles, and sensing errors that may exist in the rotation detection component 163. Considering the impact caused by various possible errors, the angle deviation threshold is set. When the deviation between the left and right rotation angles is within the range specified by the threshold, it can be considered that the deviation is caused by various errors. If the deviation exceeds the range specified by the threshold, it is not just due to errors. It can be determined that the positions of the left joystick 1611 and the right joystick 1621 themselves are not aligned, which means that the user does not expect to drive in a straight line.

[0562] like Fig.13 As shown, in a multi-functional vehicle provided by 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 used to detect whether the left control rod 1611 is aligned with the right control rod 1621. The control state sensing component 181 can determine the control state for the control mechanism 16 according to the detection result of the alignment detection device 166.

[0563] 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 the signal receiver 1662 to receive.

[0564] The signal transmitter 1661 and the signal receiver 1662 are respectively arranged at the ends of the left joystick 1611 and the right joystick 1621, and 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 installed at 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 facing each other. Fig.13 As shown in the figure, the signal transmitter 1661 is arranged at the end of the right joystick 1621, and the signal receiver 1662 is arranged 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 arranged at the end of the left joystick 1611, and the signal receiver 1662 is arranged at the end of the right joystick 1621.

[0565] When the signal transmitter 1661 and the signal receiver 1662 are directly facing each other 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 .

[0566] like Fig.14 As shown, in some optional embodiments, the method for determining whether the left joystick is aligned with the right joystick includes:

[0567] S401: Control the signal transmitter to transmit the alignment detection signal.

[0568] The control state sensing component 181 may control the signal transmitter 1661 to continuously transmit the alignment detection signal, or after receiving the active calibration instruction input by the user, control the signal transmitter 1661 to transmit the alignment detection signal in response to the instruction.

[0569] S402: Determine whether the signal receiver receives the alignment detection signal from the signal transmitter.

[0570] The signal receiver 1662 is used 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.

[0571] S403: In response to the signal receiver receiving the alignment detection signal, determining that the left joystick is aligned with the right joystick.

[0572] 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.

[0573] In some optional embodiments, the signal transmitter 1661 and the signal receiver 1662 may be infrared signal transmitters and infrared signal receivers, respectively. The signal transmitter 1661 and the signal receiver 1662 may also be laser signal transmitters and laser signal transmitters, respectively, or ultrasonic signal transmitters and ultrasonic signal receivers, respectively.

[0574] like Fig.15 As shown, 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 strength generated by the magnetic element 1664.

[0575] The Hall sensor element 1663 and the magnetic element 1664 are respectively arranged at the ends of the left joystick 1611 and the right joystick 1621, and the end refers to the end of the joystick away from the first axis 201, that is, the Hall sensor element 1663 and the magnetic element 1664 are respectively installed at the handles of the left and right joysticks. When the left joystick 1611 and the right joystick 1621 are aligned, the Hall sensor element 1663 and the magnetic element 1664 are facing each other. Fig.15 As shown in the figure, the Hall sensing element 1661 is arranged at the end of the right joystick 1621, and the magnetic element 1664 is arranged at the end of the left joystick 1611. In fact, the positions of the Hall sensing element 1663 and the magnetic element 1664 can be swapped, that is, the Hall sensing element 1663 is arranged at the end of the left joystick 1611, and the magnetic element 1664 is arranged at the end of the right joystick 1621.

[0576] like Fig.16, which is a schematic diagram of different spatial position relationships between the Hall sensing element 1663 and the magnetic element 1664. When the Hall sensing element 1663 and the magnetic element 1664 are in spatial position relationship A, they are directly opposite or there is only a small deviation between them, and the magnetic field strength detected by the Hall sensing element 1663 is the largest. When the Hall sensing element 1663 and the magnetic element 1664 are in other spatial position relationships, such as spatial position relationship B and spatial position relationship C, the magnetic field strength detected by the Hall sensing element 1663 decreases.

[0577] like Fig.17 As shown, in some optional embodiments, the method for determining whether the left joystick is aligned with the right joystick includes:

[0578] S501: Acquire a field strength signal generated by the Hall sensor element sensing the magnetic field strength.

[0579] The control state sensing component 181 can maintain communication with the Hall sensor element 1663 to obtain the field strength signal. The field strength signal can also be obtained after receiving the active calibration instruction input by the user.

[0580] 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.

[0581] The field strength signal exceeds the preset field strength threshold, which can be expressed as:

[0582] B≥B x

[0583] Among them, B represents the field strength signal, B x represents the preset field strength threshold, the preset field strength threshold:

[0584] B x =δ·B max

[0585] B max represents the maximum value of the 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 value of the magnetic field strength B max The threshold adjustment coefficient δ is flexibly adjusted according to the actual situation. The value range of the threshold adjustment coefficient δ can be set to [0.9, 1], for example. For example, the threshold adjustment coefficient δ can be set to 0.95, 0.975, and 0.9.

[0586] S503: In response to the field strength signal exceeding the preset field strength threshold, determining that the left joystick is aligned with the right joystick.

[0587] When the Hall sensor element 1663 is facing the magnetic element 1664, the field intensity signal B sensed by the Hall sensor element 1663 is equal to B max Those skilled in the art will appreciate 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.

[0588] like Fig.18 As shown, in some optional embodiments, the alignment detection device 166 includes an image recognition module 1665 and an image identifier 1666 .

[0589] The image recognition module 1665 and the image mark 1666 are respectively arranged at the ends of the left joystick 1611 and the right joystick 1621, and the ends refer to the ends of the joysticks away from the first axis 201, that is, the image recognition module 1665 and the image mark 1666 are respectively installed at 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 mark 1666 are directly opposite, and the image mark 1666 is in the middle of the visual range that the image recognition module can recognize, and the image recognition module 1665 can recognize the complete image mark 1666. Fig.18 As shown in the figure, 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.

[0590] like Fig.19 As shown, in some optional embodiments, the method for determining whether the left joystick is aligned with the right joystick includes:

[0591] S601: Control the image recognition module to perform an image recognition operation.

[0592] S602: Determine whether the image recognition module recognizes the image identifier. ​

[0593] The control state perception component 181 can control the image recognition module 1665 to continuously perform the image recognition operation, or can control the image recognition module 1665 to perform the image recognition operation after receiving the active calibration instruction input by the user.

[0594] 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.

[0595] 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 .

[0596] S603: In response to the image recognition module recognizing the image identifier, determining that the left joystick is aligned with the right joystick.

[0597] 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 is aligned with the right joystick 1621 .

[0598] 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 straight-line manipulation state.

[0599] When the left control lever 1611 and the right control lever 1621 are both rotated forward or rotated to the first forward position 202, and the left control lever 1611 and the right control lever 1621 are in an aligned spatial position relationship, it means that the user expects to control the left and right driving wheels 144 to drive forward at the same speed. Combining the left and right driving wheel differential control principle, it can be understood that the user's driving intention is to control the multi-functional vehicle to maintain straight driving. Therefore, it can be determined that the user's control state of the control mechanism 16 is a straight line control state.

[0600] 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.

[0601] Taking into account possible assembly errors in the multi-functional vehicle and 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, an 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.

[0602] Similarly, due to the influence of errors, the direct judgment result using the alignment detection device 166 may be different 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 not aligned, 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. And in this case, it can be determined that the detection result of the rotation detection component 163 in the left control component 161 and the right control component 162 has errors, and the errors will have a greater impact on driving control.

[0603] 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 influence of the error between the two.

[0604] 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-type 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. It 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 one side of the output data of the two rotation detection components 163 on the left and right sides can be selected 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 is also consistent. This method can further ensure the stability and accuracy of the user's driving control.

[0605] One or more optional embodiments of the present specification provide a multi-functional vehicle, further comprising an inertial measurement unit (IMU). The inertial vehicle module IMU is fixedly arranged relative to the vehicle frame 1 and is used to monitor the motion state of the multi-functional vehicle.

[0606] 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, for the measurement data of the gyroscope and acceleration sensor in the inertial measurement module IMU, algorithms such as adaptive complementary filtering algorithm and extended Kalman filtering algorithm can be used for data filtering, and algorithms such as Euler angle algorithm, direction cosine algorithm, quaternion method, equivalent rotation appropriate algorithm, etc. can be used for real-time attitude update.

[0607] like Fig. 20 As shown, in some optional embodiments, the method for the driving state sensing component 182 to determine the driving state includes:

[0608] S701: Acquire motion state information generated by the inertial measurement module.

[0609] The inertial vehicle module IMU is used to monitor the running state of the multi-functional vehicle in real time, and 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, and the heading angle information is used to characterize the change of the heading angle of the multi-functional vehicle during driving, that is, the change of the driving deflection of the multi-functional vehicle.

[0610] The variation range of the heading angle or the deflection angle of the multi-functional vehicle can be expressed in the form of a set:

[0611] [-π / 2,0]∪[0,π / 2]

[0612] The angle range represented by the subset [-π / 2,0] corresponds to the case where the multi-functional vehicle deviates to the left, that is, the heading or deflection direction of the multi-functional vehicle deviates counterclockwise from the forward extension direction of the multi-functional vehicle body. In contrast, the angle range represented by the subset [0,π / 2] corresponds to the case where the multi-functional vehicle deviates to the right, that is, the heading or deflection direction of the multi-functional vehicle deviates clockwise from the forward extension direction of the multi-functional vehicle body.

[0613] S702: Determine whether the heading angle component in the motion state information is zero.

[0614] S703: In response to the heading angle component in the motion state information remaining zero, it is determined that the multi-function vehicle is in a straight-line driving state.

[0615] S704: 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.

[0616] The heading angle of the multi-functional vehicle is kept at zero during the straight-line driving process. If the heading angle changes, it means that the multi-functional vehicle deviates during the driving process.

[0617] When the multi-function vehicle is in a non-straight driving state, the driving state sensing component 182 is further configured to determine the deflection angle of the multi-function vehicle according to the heading angle component.

[0618] like Figure 2 As shown, a multifunctional vehicle provided by one or more optional embodiments of the present specification further includes a universal wheel assembly 3. The universal wheel assembly 3 is arranged at the front end of the vehicle frame 1 and is rotatably connected to the vehicle frame 1.

[0619] like Fig.21 As shown, the universal wheel assembly 3 includes a universal wheel 31 and a deflection detection module 32 .

[0620] 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, and the universal wheel 31 is rotatably connected to the frame 1 via the rotating shaft 33 .

[0621] The deflection detection module 32 includes a detection element 321 and a sensing element 322 . The sensing element 322 is fixedly disposed on the upper end of the rotating shaft 101 ; the detection element 321 is disposed on the upper end cover 1011 of the sleeve 101 , and is disposed correspondingly to the sensing element 322 .

[0622] When the universal wheel 31 rotates relative to the vehicle frame 1, the sensing element 322 fixedly arranged at the upper end of the rotating shaft 33 also rotates accordingly, and the sensing element 322 and the detecting element 321 generate relative motion; the detecting element 321 generates the deflection state information according to the phase motion generated by 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 where the universal wheel 31 is located and the extension direction of the multi-functional vehicle body.

[0623] like Fig. 22 As shown, in a multi-functional vehicle provided in one or more optional embodiments of the present specification, the method for the driving state sensing component 182 to determine the driving state includes:

[0624] S801: Acquire the deflection state information generated by the deflection detection module.

[0625] The driving state sensing component 182 can control the deflection detection module 32 to perform real-time monitoring on the universal wheel 31 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.

[0626] S802: Determine whether the deflection angle of the universal wheel relative to the vehicle frame is zero according to the deflection state information.

[0627] S803: In response to the deflection angle of the universal wheel relative to the frame being kept at zero, it is determined that the multi-functional vehicle is in a straight-line driving state.

[0628] S804: 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 driving state.

[0629] 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.

[0630] When the deflection angle is not zero, the multi-functional vehicle moves along the driving path of the universal wheel 31, and it can be determined that the multi-functional vehicle is in a non-straight driving state. When the multi-functional vehicle is in a non-straight driving state, the driving state sensing component 182 determines the deflection angle of the multi-functional vehicle by the deflection angle of the universal wheel 31 relative to the vehicle frame.

[0631] 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 that can detect the deflection angle. The sensing element 322 is selected to be an element corresponding to the detection element 321. For example, when the detection element 321 is a Hall effect angle sensor, the sensing element 322 can be a magnetic element.

[0632] The detection element 321 in the deflection detection module 32 may be a variety of different angle sensors. Correspondingly, the deflection detection module 32 may use a suitable signal form to represent the deflection state information.

[0633] In some optional embodiments, the deflection detection module 32 may use a voltage analog signal to represent the deflection state information. Figure 23-a , 23-b The figure is a schematic diagram of the mapping relationship between the voltage analog signal and the deflection state information.

[0634] The relationship between the value of the voltage analog signal and the corresponding deflection angle can be expressed as:

[0635] U=k v ·ρ+U B

[0636] Wherein, U represents the voltage analog signal, ρ represents the deflection angle of the universal wheel relative to the frame, k v is the 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.

[0637] refer to Figure 23-a , 23-b As shown, ρ∈[ρ min ,ρ max ],U∈[U min ,U max ], the specific value range can be, for example, ρ∈[0,360°], U∈[0,5V].

[0638] In some optional embodiments, the deflection detection module 32 may use a current analog signal to represent the deflection state information. Figure 24-a , 24-b The figure shows a schematic diagram of the mapping relationship between the current simulation signal and the deflection state information.

[0639] The relationship between the value of the current analog signal and the corresponding deflection angle can be expressed as:

[0640] I=k i ·ρ+I B

[0641] 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 It represents the initial value of the current analog signal, that is, the value of the current analog signal when the deflection angle is zero.

[0642] refer to Figure 24-a , 24-b As shown, ρ∈[ρ min ,ρ max ],I∈[I min ,I max ], the specific value range can be, for example, ρ∈[0,360°], I∈[4mA,20mA].

[0643] In some optional embodiments, the detection element 321 in the deflection detection module 32 is a rotary potentiometer, and a resistance analog signal can be used to represent the deflection state information. Figure 25-a , 25-b , which is a schematic diagram of the mapping relationship between the resistance analog signal and the deflection state information.

[0644] The relationship between the value of the resistance analog signal and the corresponding deflection angle can be expressed as:

[0645] R = k r ·ρ+R B

[0646] Wherein, I represents the resistance analog signal, ρ represents the deflection angle of the universal wheel relative to the frame, 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.

[0647] In some optional embodiments, the deflection detection module 32 may use a pulse width modulation signal (PWM) 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.

[0648] Reference 26 - a and 26 - b show a schematic diagram of 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.

[0649] The relationship between the PWM signal duty cycle D and the corresponding deflection angle can be expressed as:

[0650] D=k d ·ρ+D B

[0651] 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 It represents the initial value of the duty cycle of the PWM signal, that is, the duty cycle when the deflection angle is zero.

[0652] refer to Figure 27-a , 27-bFIG. 1 is a schematic diagram of 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.

[0653] The relationship between the PWM signal frequency F and the corresponding deflection angle can be expressed as:

[0654] F = k f ·ρ+F B

[0655] 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 of the PWM signal frequency, which can be positive or negative. B It represents the initial value of the PWM signal frequency, that is, the frequency when the deflection angle is zero.

[0656] The deflection state information can also be represented by a PWM signal pulse digital signal, see Fig.28 As shown, 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.

[0657] In some optional embodiments, the deflection detection module 32 may use an ABZ three-phase coded signal to represent the deflection state information. Fig.29 The figure shows the pulse diagram of the ABZ three-phase coded signal. 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 phase difference of 90° with 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 / zero position.

[0658] Similarly, in some optional embodiments, UVW three-phase coded signals may be used to represent the deflection state information. Fig.30 As shown, in the UVW three-phase coded signal, the U / V / W channel signals are pulse signals with a mutual difference of 120°. Combining the three-channel pulse signals can accurately represent the deflection angle of the universal wheel relative to the frame.

[0659] Those skilled in the art can understand that the deflection detection module 32 and the driving state sensing component 182 can be connected by analog signal communication, PWM signal communication, ABZ signal communication, and UVW signal communication. In addition, the deflection detection module 32 can also communicate with the driving state sensing component 182 by SPI communication, I2C communication, SSI communication, UART serial communication, RS-232 communication, RS-485 communication, CAN communication, LIN communication, infrared communication, or Bluetooth communication, and convert the corresponding deflection angle information of the universal wheel 31 into driving communication data and send it to the driving state sensing component.

[0660] One or more optional embodiments of the present specification provide a multifunctional 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 the deflection angle of the corresponding universal wheel 31 relative to the vehicle frame 1.

[0661] In the case where multiple deflection detection modules 32 are provided in multiple universal wheel assemblies 3, when the deflection angles detected by the multiple deflection detection modules 32 change drastically or differ greatly, it indicates that the body posture of the multi-purpose vehicle is also changing drastically. In this case, it is not suitable to perform the calibration operation.

[0662] In the multi-functional 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-functional vehicle. Compared with the change in the posture of the multi-functional vehicle as a whole, the deflection change of the universal wheel during the driving process of the multi-functional vehicle is more sensitive. By detecting the deflection of the universal wheel to determine the driving state of the multi-functional vehicle, this method can more sensitively and accurately determine whether the multi-functional vehicle is in a straight driving state or a non-straight driving state.

[0663] like Fig.31 As shown, in a multi-function vehicle provided in one or more optional embodiments of the present specification, the method in which the calibration controller component 183 adjusts the operating state of the driving mechanism 14 after determining that the multi-function vehicle is driving abnormally includes:

[0664] S901: Determine the deflection angle of the multi-purpose vehicle.

[0665] The deflection angle is determined according to the inertial measurement module IMU or the deflection detection module 32 in the universal wheel assembly 3 .

[0666] S902: Compensate and adjust 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.

[0667] Based on the left and right drive wheel differential control principle, a feedback adjustment mechanism can be used to perform iterative compensation adjustment on the motion control parameters of the drive motor 143 in the left drive assembly 141 and the right drive assembly 142 according to the deflection angle. During each compensation adjustment, the motion control parameters are adjusted to a smaller degree to reduce the deflection angle. Through multiple compensation adjustments, the deflection angle is reduced to zero until it is finally reduced to zero, so that the multi-functional vehicle resumes straight-line driving.

[0668] 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.

[0669] In a multi-functional vehicle provided in one or more optional embodiments of the present specification, the method in which the calibration controller component compensates and adjusts the corresponding motion control parameter of the drive motor of at least one of the left drive component and the right drive component according to the deflection angle comprises:

[0670] Determine the side to which the deflection angle points as the lagging side;

[0671] 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;

[0672] The forward iterative compensation adjustment includes:

[0673]

[0674] 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.

[0675] Taking the multi-functional vehicle deflecting to the left as an example, the deflection angle points to the left side, indicating that the driving speed of the driving wheel 144 in the left driving component 141 is lower than that of the right side, and the left side is correspondingly determined as the lagging side. The motion control parameter associated with the driving wheel 144 in the left driving component 141 is positively compensated and adjusted. In some optional embodiments, the rotation angle information generated by the rotation detection component 163 in the left control component 161 can be positively compensated and adjusted to increase the rotation angle information, thereby indirectly controlling the driving wheel 144 in the left driving component 141 to increase the rotation speed. In some optional embodiments, the rotation speed or torque of the driving motor 143 in the left driving component 141 can be positively compensated and adjusted to directly increase the rotation speed of the corresponding driving wheel.

[0676] By adjusting the motion control parameters, the driving speed difference 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.

[0677] In a multi-functional vehicle provided in one or more optional embodiments of the present specification, the method in which the calibration controller component compensates and adjusts the corresponding motion control parameter of the drive motor of at least one of the left drive component and the right drive component according to the deflection angle comprises:

[0678] Determining the side from which the deflection angle deviates as the leading side;

[0679] 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;

[0680] The reverse iterative compensation adjustment includes:

[0681]

[0682] 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.

[0683] Taking the multi-functional vehicle deflecting to the left as an example, the deflection angle points to the left side, indicating that the driving speed of the driving wheel 144 in the right driving component 142 is higher than that of the left side, and the right side is correspondingly determined as the leading side. The motion control parameter associated with the driving wheel 144 in the right driving component 142 is reversely compensated and adjusted. In some optional embodiments, the rotation angle information generated by the rotation detection component 163 in the right control component 162 can be reversely compensated and adjusted to reduce the rotation angle information, thereby indirectly controlling the driving wheel 144 in the right driving component 142 to reduce the rotation speed. In some optional embodiments, the rotation speed or torque of the driving motor 143 in the right driving component 142 can be reversely compensated and adjusted to directly reduce the rotation speed of the corresponding driving wheel.

[0684] By adjusting the motion control parameters, the driving speed difference 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.

[0685] In a multi-functional vehicle provided in one or more optional embodiments of the present specification, the method in which the calibration controller component compensates and adjusts the corresponding motion control parameter of the drive motor of at least one of the left drive component and the right drive component according to the deflection angle comprises:

[0686] 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;

[0687] 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;

[0688] The bidirectional iterative compensation adjustment includes:

[0689]

[0690] 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.

[0691] Taking the deflection of the multifunctional vehicle to the left as an example, the deflection angle points to the left side, indicating that the driving speed of the driving wheel 144 in the right driving component 141 is higher than that of the left side, and the right side is determined as the leading side and the left side is determined as the lagging side accordingly. The motion control parameters associated with the driving wheels 144 in the left driving component 141 and the right driving component 142 can be synchronously adjusted for reverse compensation. In some optional embodiments, the rotation angle information generated by the rotation detection component 163 in the left control component 161 and the right control component 162 can be compensated and adjusted to reduce the right rotation angle information and increase the left rotation angle information, thereby indirectly controlling the left driving wheel 144 to increase the rotation speed and controlling the right driving wheel 144 to reduce the rotation speed. In some optional embodiments, the rotation speed or torque of the driving motor 143 in the left driving component 141 and the right driving component 142 can be synchronously compensated and adjusted to directly increase the left driving wheel rotation speed and reduce the right driving wheel rotation speed.

[0692] By adjusting the motion control parameters, the driving speed difference 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.

[0693] The iterative compensation adjustment scheme is described in detail below in conjunction with specific embodiments.

[0694] Compensation methods include:

[0695] (1) Directly compensate for the rotation angle signal difference output by the corresponding rotation detection components of the left / right joystick, which can be specifically divided into: unilateral signal positive compensation; unilateral signal reverse compensation; bilateral signal compensation.

[0696] (2) Compensation for speed difference (calibration of left / right drive wheel target speed difference), which can be specifically divided into: unilateral speed positive compensation; unilateral speed reverse compensation; bilateral speed compensation

[0697] (3) Compensation for torque difference (calibration of left / right drive wheel target torque difference), which can be specifically divided into: unilateral torque positive compensation; unilateral torque reverse compensation; bilateral torque compensation

[0698] In some optional embodiments, a unilateral signal / speed / torque compensation is performed:

[0699] According to the angle range ([-π / 2, 0] or [0, π / 2], or other angle ranges) or positive and negative signs of the deflection angle θ of the multi-functional vehicle, it is determined which side is to be compensated, which is specifically divided into two types: positive compensation and reverse compensation.

[0700] a) Positive compensation, also called small value positive compensation

[0701] 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.

[0702] The compensation formula is:

[0703]

[0704] In the above formula:

[0705] S' L The data after direct compensation of the output angle signal of the left joystick rotation detection component / the speed of the left driving wheel motor / the output torque of the left driving wheel motor;

[0706] S L Output angle signal / left drive wheel motor speed / left drive wheel motor output torque for the original left joystick rotation detection component;

[0707] c s It is the engineering experience correction value, ranging from 0 <c s ≤2, used to control the convergence speed;

[0708] The compensated rotation angle signal data S' L will gradually increase, the speed of the left wheel will gradually increase, and the trajectory of the vehicle will gradually shift to the right, so θ will gradually tend to zero. The above formula is discretized as:

[0709]

[0710] In the above formula:

[0711] 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;

[0712] 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 last time;

[0713] θ k is the current driving deflection angle of the multi-purpose vehicle;

[0714] When θ is equal to zero, record the current S Lk , then the final compensation value S CL , the compensation value formula is:

[0715] S CL =S Lk -S L0

[0716] In the above formula:

[0717] S CL The left joystick rotation detection component outputs the angle signal direct compensation data / left drive wheel motor compensation speed / left drive wheel motor output torque compensation data, S CL >0;

[0718] 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 value of the output torque of the left drive wheel motor compensated;

[0719] S L0 The data directly compensated for the output angle signal of the initial left joystick rotation detection component / the initial left driving wheel motor speed after compensation / the output torque of the left driving wheel motor, that is, the original output angle signal of the left joystick rotation detection component / the original left walking motor speed / the original output torque of the left driving wheel motor, S L0 =S L ;

[0720] The data stored is S CL ,S CL >0 and S CR ,S CR = 0. This method belongs to the fitting correction of successive approximation, and its advantage is that the compensation data has high accuracy, and avoids the possible over-compensation caused by directly using it as compensation data when the θ deviation is large.

[0721] 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.

[0722] The compensation formula is:

[0723]

[0724] In the above formula:

[0725] S' R The data after the direct compensation of the output angle signal of the right joystick rotation detection component / the speed of the right driving wheel motor / the output torque of the right driving wheel motor;

[0726] S R Output angle signal / right drive wheel motor speed / right drive wheel motor output torque for the original right joystick rotation detection component;

[0727] c s It is the engineering experience correction value, ranging from 0 <c s≤2, used to control the convergence speed;

[0728] 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 vehicle will gradually shift to the left, so θ will gradually tend to zero. The above formula is discretized as:

[0729]

[0730] In the above formula:

[0731] 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;

[0732] 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;

[0733] θ k It is the current multi-purpose vehicle driving deflection angle.

[0734] When θ is equal to zero, record the current S Rk , then the final compensation value S CR , the compensation value formula is:

[0735] S CR =S Rk -S R0

[0736] In the above formula:

[0737] S CR The output angle signal direct compensation data of the right joystick rotation detection component / the right drive wheel motor compensation speed / the right drive wheel motor output torque compensation data (S CR >0);

[0738] 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 value of the output torque of the right drive wheel motor compensated;

[0739] S R0 The data directly compensated for the initial right joystick rotation detection component output angle signal / the compensated speed of the right drive wheel motor / 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 );

[0740] The data stored is S CL ,S CL =0 and S CR ,S CR >0. This method belongs to the fitting correction of successive approximation. Its advantage is that the compensation data has high accuracy and avoids the possible over-compensation caused by directly using it as compensation data when the θ deviation is large.

[0741] b) Inverse compensation, also known as large value inverse compensation

[0742] 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.

[0743] The compensation formula is:

[0744]

[0745] In the above formula:

[0746] S' R The data after the direct compensation of the output angle signal of the right joystick rotation detection component / the speed of the right driving wheel motor / the output torque of the right driving wheel motor;

[0747] S R Output angle signal / right drive wheel motor speed / right drive wheel motor output torque for the original right joystick rotation detection component;

[0748] c s It is the engineering experience correction value, ranging from 0 <c s ≤2, used to control the convergence speed;

[0749] 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:

[0750]

[0751] In the above formula:

[0752] 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;

[0753] S Rk-1The 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;

[0754] θ k is the current driving deflection angle of the multi-purpose vehicle;

[0755] When θ is equal to zero, record the current S Rk , then the final compensation value S CR , the compensation value formula is:

[0756] S CR =S Rk -S R0

[0757] In the above formula:

[0758] S CR The output angle signal direct compensation data of the right joystick rotation detection component / the right drive wheel motor compensation speed / the right drive wheel motor output torque compensation data (S CR <0);

[0759] 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 value of the output torque of the right drive wheel motor compensated;

[0760] S R0 The data directly compensated for the initial right joystick rotation detection component output angle signal / initial right drive wheel motor compensated speed / initial right drive wheel motor output torque, that is, the original right joystick rotation detection component output angle signal / original right drive wheel motor speed / original right drive wheel motor output torque (S R0 =S R );

[0761] The data stored is S CL ,S CL =0 and S CR ,S CR <0. This method belongs to the fitting correction of successive approximation. Its advantage is that the compensation data has high accuracy and avoids the possible over-compensation caused by directly using 0 as compensation data when the deviation is large.

[0762] When θ∈(0~π / 2] interval, as shown in the figure above Figure 3 This indicates that the rotation angle output by the left joystick rotation detection component is too large and needs to be reduced, which is called reverse compensation.

[0763] The compensation formula is:

[0764]

[0765] In the above formula:

[0766] S' L The data after direct compensation of the output angle signal of the left joystick rotation detection component / the speed of the left travel motor / the output torque of the left drive wheel motor;

[0767] S L Output angle signal / left drive wheel motor speed / left drive wheel motor output torque for the original left joystick rotation detection component;

[0768] c s It is the engineering experience correction value, ranging from 0 <c s ≤2, used to control the convergence speed;

[0769] 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:

[0770]

[0771] In the above formula:

[0772] 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;

[0773] 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 last time;

[0774] θ k is the current driving deflection angle of the multi-purpose vehicle;

[0775] When θ is equal to zero, record the current S Lk , then the final compensation value S CL , the compensation value formula is:

[0776] S CL =S Lk -S L0

[0777] In the above formula:

[0778] 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);

[0779] 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 wheel motor compensated / the value of the output torque of the left drive wheel motor compensated;

[0780] S L0 The data directly compensated for the initial left joystick rotation detection component output angle signal / left drive wheel motor compensated speed / left drive wheel motor output torque, that is, the original left joystick rotation detection component output angle signal / left drive wheel motor speed / left drive wheel motor output torque (S L0 =S L );

[0781] The data stored is S CL ,S CL <0 and S CR ,S CR = 0. This method belongs to the fitting correction of successive approximation, and its advantage is that the compensation data has high accuracy, and avoids the possible over-compensation caused by directly using it as compensation data when the θ deviation is large.

[0782] In some alternative embodiments, bilateral compensation is performed.

[0783] The compensation formula is:

[0784]

[0785]

[0786] The above formula is discretized into:

[0787]

[0788]

[0789] 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 is relatively small and needs 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 is relatively large and needs to be reduced.

[0790] 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.

[0791] When θ is equal to zero, record the current SLk , then the final compensation value S CL , the compensation value formula is:

[0792] S CL =S Lk -S L0

[0793] The data stored is S CL ,S CL >0 and S CR ,S CR <0.

[0794] When θ∈(0~π / 2] interval, it means that the rotation angle / left drive wheel motor speed / left drive wheel motor output torque output by the left control lever rotation detection component is relatively large and needs to be reduced, and the angle signal / right drive wheel motor speed / right drive wheel motor output torque output by the right control lever rotation detection component is relatively small and needs to be increased.

[0795] 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 tend to zero.

[0796] When θ is equal to zero, record the current S Rk , then the final compensation value S CR , the compensation value formula is:

[0797] S CR =S Rk -S R0

[0798] The data stored is S CL ,S CL <0 and S CR ,S CR >0.

[0799] This method belongs to the fitting correction of successive approximation. Its advantage is that the compensation data has high accuracy and avoids possible over-compensation caused by directly using it as compensation data when the θ deviation is large.

[0800] In some optional embodiments, the above-mentioned single-sided signal compensation and double-sided signal compensation may be used in combination.

[0801] The advantage of unilateral signal compensation is that it can compensate beyond the 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 unbalanced tire pressure, wear of one wheel, tilted road surface, etc., which are caused by non-straight driving due to deviations of the non-rotational angle signal itself. The disadvantage is that the convergence speed is slow and the calibration time is long.

[0802] The advantages of bilateral signal compensation are fast convergence speed and short calibration time; the disadvantage is that over-limit compensation cannot be performed. The result of the calibration is that the left and right rotation angle signals / driving wheel speeds / compensated data are infinitely close, which cannot solve the non-straight driving conditions caused by the deviations of the non-rotation angle signals themselves, such as tire pressure imbalance, wheel wear on one side, road inclination, etc.

[0803] 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.

[0804] In the multi-functional vehicle, when the multi-functional vehicle has abnormal driving, the calibration controller component is used to adjust the operating state of the driving mechanism in the multi-functional vehicle, and the positive compensation, reverse compensation or bidirectional compensation method is adopted to iteratively compensate and adjust the operating state of the driving mechanism, so that the driving deflection angle of the multi-functional vehicle can be reduced to zero in time, so that the driving state is adjusted to match the control state, and the straight driving calibration is realized to eliminate the vehicle driving abnormality. In this way, it can ensure that the multi-functional vehicle can always accurately and correctly respond to the user's control intention, greatly optimizing the user experience.

[0805] One or more embodiments of the present specification also provide a multi-functional vehicle.

[0806] like Figure 2 As shown, one or more optional embodiments of this specification provide a multi-functional vehicle, including:

[0807] The vehicle frame 1 has a functional mechanism 12 connected to the vehicle frame, a driving mechanism 14 and a control mechanism 16 .

[0808] The frame 100 at least partially extends in 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.

[0809] The functional mechanism 12 includes an output member for outputting power to achieve a specific function. In some optional embodiments, the functional mechanism 12 is a mowing element for achieving a mowing function. 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 a high speed, and a control module corresponding to the functional motor.

[0810] like Figure 3 As shown, the driving mechanism 14 is used to make the gardening work vehicle travel in a gardening scene such as a lawn, a garden, a fence, a green or other roads. In some optional embodiments, the driving mechanism 14 includes a left driving assembly 141 and a right driving assembly 142 respectively arranged on the left and right sides of the frame. The left driving assembly 141 and the right driving assembly 142 both include a driving motor 143 and a driving wheel 144 mechanically connected to the driving motor 143. The driving motor 143 can transmit power to the driving wheel 144 to drive the driving wheel 144 to rotate, so as to drive the gardening work vehicle to move.

[0811] When the driving motors 143 in the left driving assembly 141 and the right driving assembly 142 drive the corresponding driving wheels 144 with different powers, a speed difference is generated between the left and right driving wheels 144, so that the gardening vehicle turns.

[0812] The gardening work vehicle further includes a power supply system 102 , and the power supply system 102 is used to supply power to the functional mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0813] like Figure 2 As shown, the control mechanism 16 is coupled with 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.

[0814] In some optional implementations, corresponding to the left driving component 141 and the right driving component 142 in the driving mechanism 14, the control mechanism 16 is configured to include a left control component 161 and a right control component 162. The left control component 161 and the right control component 162 are respectively coupled to the left driving component 141 and the right driving component 142 to control the operating states of the left driving component 141 and the right driving component 142, respectively.

[0815] like Figures 4 to 8 As shown, 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 driving controller module 164 .

[0816] like Figure 5 , 6 As shown, the left joystick 1611 and the right joystick 1621 are configured to be controlled to rotate around the first axis 201 between the first forward position 202, the middle position 203 and the first backward position 204. The first axis 201 is substantially perpendicular to the extension direction of the body of the gardening work vehicle. During the rotation process, when the joystick rotates toward the front end of the frame 1, it rotates forward and is in the forward position, and the limit position that 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 backward position, and the limit position that the joystick can reach by rotating backward is the first backward position 204; when the joystick maintains a vertical or substantially vertical position relationship with the frame 1, it is in the middle position 203.

[0817] In some optional embodiments, a limit plate assembly is further provided in the control mechanism 16. 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 grooves to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0818] Taking the first limit plate as an example, when the left control rod 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 control rod 1611 can reach by rotating.

[0819] The rotation detection module 163 is set corresponding to the corresponding joystick, and can be specifically 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 rotation angle information accordingly.

[0820] In some optional embodiments, the rotation detection module 163 may use a Hall angle sensor. Figure 7 , which is a schematic diagram of the corresponding relationship between the rotation angle information output by the Hall angle sensor and the rotation direction and rotation angle of the corresponding joystick when the Hall angle sensor is selected as the rotation detection module 163 .

[0821] Exemplarily, 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, i.e., 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, i.e., rotating close to the first backward position 204, can be defined as positive, and the relative forward rotation angle can be defined as negative.

[0822] The Hall angle sensor can output the rotation angle information in the form of a voltage signal, and the range of the output voltage signal corresponding to the rotation angle range of the joystick is [0,5V]. Figure 7 As shown, there is a linear proportional relationship between the voltage value output by the Hall angle sensor and the rotation angle of the joystick.

[0823] The drive controller module 164 is communicatively connected with 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.

[0824] like Fig.10 As shown, the gardening work vehicle also includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 can be integrated in the vehicle control unit (VCU) of the gardening work vehicle, and an independent controller module can also be set in the gardening work vehicle as the auxiliary control mechanism 18. The vehicle control unit VCU is configured to regulate the whole vehicle operation state of the gardening work vehicle, including controlling the operation state of the functional mechanism 12 and the driving mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0825] Those skilled in the art may understand 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 is more convenient for communicating with the vehicle controller VCU while also reducing the vehicle communication lines and reducing production costs.

[0826] 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 driving abnormalities, so as to eliminate the vehicle driving abnormalities in a timely manner.

[0827] In some optional embodiments, the auxiliary control mechanism 18 includes a handling state sensing component 181 , a driving state sensing component 182 and a calibration controller component 183 .

[0828] The control state sensing component 181 is configured to determine the control state of the user on 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 represent the user's control intention for the gardening vehicle to drive in a straight line, and the non-straight-line control state can represent the user's control state for the gardening vehicle to drive in a non-straight line, for example, the user controls the gardening vehicle to turn left, turn right, or back up.

[0829] like Fig.13 As shown, in a multi-functional vehicle provided by 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 used to detect whether the left control rod 1611 is aligned with the right control rod 1621. The control state sensing component 181 can determine the control state for the control mechanism 16 according to the detection result of the alignment detection device 166.

[0830] 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 arranged at the ends of the left joystick 1611 and the right joystick 1621, and 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 installed at 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 facing each other. Fig.13 As shown in the figure, the signal transmitter 1661 is arranged at the end of the right joystick 1621, and the signal receiver 1662 is arranged 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 arranged at the end of the left joystick 1611, and the signal receiver 1662 is arranged at the end of the right joystick 1621.

[0831] 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 sent by the signal transmitter 1661. The control state sensing component 181 can determine whether the left control stick 1611 and the right control stick 1621 are aligned by determining whether the signal receiver receives the alignment detection signal from the signal transmitter, and further determine the control state in combination with the rotation angle of the left and right control sticks.

[0832] The driving state sensing component 182 is configured to determine the driving state of the gardening work 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 use a body posture sensor provided in the gardening work vehicle to determine the specific driving state. For example, if the body posture sensor determines that the gardening work vehicle deflects during driving, it can be determined that the gardening work vehicle is in a non-straight driving state.

[0833] 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 can determine that the gardening vehicle is driving abnormally.

[0834] When it is determined that the gardening vehicle has an abnormal driving, the calibration controller component 183 can also 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 component 183 can adjust the output power of the drive motor 143 in the left drive component 141 and the right drive component 142, thereby adjusting the rotation speed of the drive wheels 144 on the left and right sides, and then changing the differential speed of 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 eliminates the driving abnormality of the gardening vehicle.

[0835] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from a user, and perform a calibration operation in response to the active calibration instruction.

[0836] The user can operate the human-machine interaction control panel in the garden operation 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 garden operation vehicle to match it with the control state, thereby eliminating vehicle driving abnormalities.

[0837] In the garden work 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 garden work 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 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 the straight-line driving calibration can be achieved to eliminate the vehicle driving abnormality. 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.

[0838] One or more embodiments of the present specification also provide a multi-functional vehicle.

[0839] like Figure 2 As shown, one or more optional embodiments of this specification provide a multi-functional vehicle, including:

[0840] The vehicle frame 1 has a functional mechanism 12 connected to the vehicle frame, a driving mechanism 14 and a control mechanism 16 .

[0841] The frame 100 at least partially extends in 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.

[0842] The functional mechanism 12 includes an output member for outputting power to achieve a specific function. In some optional embodiments, the functional mechanism 12 is a mowing element for achieving a mowing function. 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 a high speed, and a control module corresponding to the functional motor.

[0843] like Figure 3 As shown, the driving mechanism 14 is used to make the gardening work vehicle travel in a gardening scene such as a lawn, a garden, a fence, a green or other roads. In some optional embodiments, the driving mechanism 14 includes a left driving assembly 141 and a right driving assembly 142 respectively arranged on the left and right sides of the frame. The left driving assembly 141 and the right driving assembly 142 both include a driving motor 143 and a driving wheel 144 mechanically connected to the driving motor 143. The driving motor 143 can transmit power to the driving wheel 144 to drive the driving wheel 144 to rotate, so as to drive the gardening work vehicle to move.

[0844] When the driving motors 143 in the left driving assembly 141 and the right driving assembly 142 drive the corresponding driving wheels 144 with different powers, a speed difference is generated between the left and right driving wheels 144, so that the gardening vehicle turns.

[0845] The gardening work vehicle further includes a power supply system 102 , and the power supply system 102 is used to supply power to the functional mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0846] like Figure 2 As shown, the control mechanism 16 is coupled with 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.

[0847] In some optional implementations, corresponding to the left driving component 141 and the right driving component 142 in the driving mechanism 14, the control mechanism 16 is configured to include a left control component 161 and a right control component 162. The left control component 161 and the right control component 162 are respectively coupled to the left driving component 141 and the right driving component 142 to control the operating states of the left driving component 141 and the right driving component 142, respectively.

[0848] like Figures 4 to 8 As shown, 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 driving controller module 164 .

[0849] like Figure 5 , 6As shown, the left joystick 1611 and the right joystick 1621 are configured to be controlled to rotate around the first axis 201 between the first forward position 202, the middle position 203 and the first backward position 204. The first axis 201 is substantially perpendicular to the extension direction of the body of the gardening work vehicle. During the rotation process, when the joystick rotates toward the front end of the frame 1, it rotates forward and is in the forward position, and the limit position that 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 backward position, and the limit position that the joystick can reach by rotating backward is the first backward position 204; when the joystick maintains a vertical or substantially vertical position relationship with the frame 1, it is in the middle position 203.

[0850] In some optional embodiments, a limit plate assembly is further provided in the control mechanism 16. 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 grooves to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0851] Taking the first limit plate as an example, when the left control rod 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 control rod 1611 can reach by rotating.

[0852] The rotation detection module 163 is set corresponding to the corresponding joystick, and can be specifically 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 rotation angle information accordingly.

[0853] In some optional embodiments, the rotation detection module 163 may use a Hall angle sensor. Figure 7 , which is a schematic diagram of the corresponding relationship between the rotation angle information output by the Hall angle sensor and the rotation direction and rotation angle of the corresponding joystick when the Hall angle sensor is selected as the rotation detection module 163 .

[0854] Exemplarily, 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, i.e., 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, i.e., rotating close to the first backward position 204, can be defined as positive, and the relative forward rotation angle can be defined as negative.

[0855] The Hall angle sensor can output the rotation angle information in the form of a voltage signal, and the range of the output voltage signal corresponding to the rotation angle range of the joystick is [0,5V]. Figure 7 As shown, there is a linear proportional relationship between the voltage value output by the Hall angle sensor and the rotation angle of the joystick.

[0856] The drive controller module 164 is communicatively connected with 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.

[0857] like Fig.10 As shown, the gardening work vehicle also includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 can be integrated in the vehicle control unit (VCU) of the gardening work vehicle, and an independent controller module can also be set in the gardening work vehicle as the auxiliary control mechanism 18. The vehicle control unit VCU is configured to regulate the whole vehicle operation state of the gardening work vehicle, including controlling the operation state of the functional mechanism 12 and the driving mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0858] Those skilled in the art may understand 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 is more convenient for communicating with the vehicle controller VCU while also reducing the vehicle communication lines and reducing production costs.

[0859] 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 driving abnormalities, so as to eliminate the vehicle driving abnormalities in a timely manner.

[0860] In some optional embodiments, the auxiliary control mechanism 18 includes a handling state sensing component 181 , a driving state sensing component 182 and a calibration controller component 183 .

[0861] The control state sensing component 181 is configured to determine the control state of the user on 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 represent the user's control intention for the gardening vehicle to drive in a straight line, and the non-straight-line control state can represent the user's control state for the gardening vehicle to drive in a non-straight line, for example, the user controls the gardening vehicle to turn left, turn right, or back up.

[0862] The driving state sensing component 182 is configured to determine the driving state of the gardening work 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 use a body posture sensor provided in the gardening work vehicle to determine the specific driving state. For example, if the body posture sensor determines that the gardening work vehicle deflects during driving, it can be determined that the gardening work vehicle is in a non-straight driving state.

[0863] like Figure 2 As shown, a multifunctional vehicle provided by one or more optional embodiments of the present specification further includes a universal wheel assembly 3. The universal wheel assembly 3 is arranged at the front end of the vehicle frame 1 and is rotatably connected to the vehicle frame 1.

[0864] like Fig.21 As shown, the universal wheel assembly 3 includes a universal wheel 31 and a deflection detection module 32 .

[0865] 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, and the universal wheel 31 is rotatably connected to the frame 1 via the rotating shaft 33 .

[0866] The deflection detection module 32 includes a detection element 321 and a sensing element 322 . The sensing element 322 is fixedly disposed on the upper end of the rotating shaft 101 ; the detection element 321 is disposed on the upper end cover 1011 of the sleeve 101 , and is disposed correspondingly to the sensing element 322 .

[0867] When the universal wheel 31 rotates relative to the vehicle frame 1, the sensing element 322 fixedly arranged at the upper end of the rotating shaft 33 also rotates accordingly, and the sensing element 322 and the detecting element 321 generate relative motion; the detecting element 321 generates the deflection state information according to the phase motion generated by 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 where the universal wheel 31 is located and the extension direction of the multi-functional vehicle body.

[0868] The driving state sensing component 182 can use the deflection angle information of the universal wheel 31 relative to the frame determined by the deflection detection module 32 in the universal wheel assembly 3 to determine the driving state.

[0869] 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 can determine that the gardening vehicle is driving abnormally.

[0870] When it is determined that the gardening vehicle has an abnormal driving, the calibration controller component 183 can also 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 component 183 can adjust the output power of the drive motor 143 in the left drive component 141 and the right drive component 142, thereby adjusting the rotation speed of the drive wheels 144 on the left and right sides, and then changing the differential speed of 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 eliminates the driving abnormality of the gardening vehicle.

[0871] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from a user, and perform a calibration operation in response to the active calibration instruction.

[0872] The user can operate the human-machine interaction control panel in the garden operation 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 garden operation vehicle to match it with the control state, thereby eliminating vehicle driving abnormalities.

[0873] In the garden work 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 garden work 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 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 the straight-line driving calibration can be achieved to eliminate the vehicle driving abnormality. 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.

[0874] Based on the same purpose, the embodiments of this specification also provide a gardening operation vehicle.

[0875] like Figure 2 As shown, one or more optional embodiments of this specification provide a gardening operation vehicle, including:

[0876] The vehicle frame 1 has a functional mechanism 12 connected to the vehicle frame, a driving mechanism 14 and a control mechanism 16 .

[0877] The frame 100 at least partially extends in 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 gardening vehicle, and may include at least one of a seat or a standing platform. Figure 3 The case where the supporting mechanism 100 includes a seat is only exemplarily shown. 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 the riding working mode and the standing working mode according to the actual needs of the working user. A handheld operating component can also be provided on the frame 1, and based on the handheld operating component, the garden work vehicle can also provide a hand-push working mode.

[0878] The functional mechanism 12 includes an output member for outputting power to achieve a specific function. In some optional embodiments, the functional mechanism 12 is a mowing element for achieving a mowing function. 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 a high speed, and a control module corresponding to the functional motor.

[0879] 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 element is 3 blades, and the number of the corresponding functional motors is also set to 3. In some specific implementations, the functional mechanism 12 also includes a control module corresponding to the mowing motor. The control module includes a control chip, such as MCU, ARM, etc.

[0880] In some optional embodiments, the functional mechanism 12 may also be a cleaning element for realizing clean energy supply. The functional mechanism further includes a functional motor for driving the cleaning element and a control module corresponding to the functional motor.

[0881] It can be understood 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 protection scope of this embodiment.

[0882] like Figure 3 As shown, the driving mechanism 14 is used to make the gardening work vehicle travel in a gardening scene such as a lawn, a garden, a fence, a green or other roads. In some optional embodiments, the driving mechanism 14 includes a left driving assembly 141 and a right driving assembly 142 respectively arranged on the left and right sides of the frame. The left driving assembly 141 and the right driving assembly 142 both include a driving motor 143 and a driving wheel 144 mechanically connected to the driving motor 143. The driving motor 143 can transmit power to the driving wheel 144 to drive the driving wheel 144 to rotate, so as to drive the gardening work vehicle to move.

[0883] When the driving motors 143 in the left driving assembly 141 and the right driving assembly 142 drive the corresponding driving wheels 144 with different powers, a speed difference is generated between the left and right driving wheels 144, so that the gardening vehicle turns.

[0884] The gardening work vehicle further includes a power supply system 102 , and the power supply system 102 is used to supply power to the functional mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0885] The power system 102 is disposed on the frame 1 and is detachably connected to the 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. The 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, battery cell type, charge information, battery health status information, etc.

[0886] In some optional embodiments, the difference between the first specification battery pack and the second specification battery pack is that the battery pack capacity is different. 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 chain saws. 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.

[0887] In some optional embodiments, the difference between the first specification battery pack and the second specification battery pack is that different types of battery cells are used. For example, the first specification battery pack and the second specification battery pack can respectively use lithium iron phosphate battery cells and ternary lithium battery cells. The multiple battery cells in the power supply system can also use nickel-chromium battery cells, lead-acid battery cells, graphene battery cells, etc.

[0888] 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 garden work vehicle can be compatible with battery packs of different specifications, which can meet the high-power working requirements while also being able to adapt to handheld electric garden tools, making the working method of the staff more flexible.

[0889] like Figure 2 As shown, the control mechanism 16 is coupled with 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.

[0890] In some optional implementations, corresponding to the left driving component 141 and the right driving component 142 in the driving mechanism 14, the control mechanism 16 is configured to include a left control component 161 and a right control component 162. The left control component 161 and the right control component 162 are respectively coupled to the left driving component 141 and the right driving component 142 to control the operating states of the left driving component 141 and the right driving component 142, respectively.

[0891] like Figures 4 to 8 As shown, 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 driving controller module 164 .

[0892] like Figure 5 , 6 As shown, the left joystick 1611 and the right joystick 1621 are configured to be controlled to rotate around the first axis 201 between the first forward position 202, the middle position 203 and the first backward position 204. The first axis 201 is substantially perpendicular to the extension direction of the body of the gardening work vehicle. During the rotation process, when the joystick rotates toward the front end of the frame 1, it rotates forward and is in the forward position, and the limit position that 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 backward position, and the limit position that the joystick can reach by rotating backward is the first backward position 204; when the joystick maintains a vertical or substantially vertical position relationship with the frame 1, it is in the middle position 203.

[0893] In some optional embodiments, a limit plate assembly is further provided in the control mechanism 16. 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 grooves to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0894] Taking the first limit plate as an example, when the left control rod 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 control rod 1611 can reach by rotating.

[0895] The rotation detection module 163 is set corresponding to the corresponding joystick, and can be specifically 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 rotation angle information accordingly.

[0896] In some optional embodiments, the rotation detection module 163 may use a Hall angle sensor. Figure 7 , which is a schematic diagram of the corresponding relationship between the rotation angle information output by the Hall angle sensor and the rotation direction and rotation angle of the corresponding joystick when the Hall angle sensor is selected as the rotation detection module 163 .

[0897] Exemplarily, 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, i.e., 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, i.e., rotating close to the first backward position 204, can be defined as positive, and the relative forward rotation angle can be defined as negative.

[0898] The Hall angle sensor can output the rotation angle information in the form of a voltage signal, and the range of the output voltage signal corresponding to the rotation angle range of the joystick is [0,5V]. Figure 7 As shown, there is a linear proportional relationship between the voltage value output by the Hall angle sensor and the rotation angle of the joystick.

[0899] like Figure 8 As shown, the drive controller module 164 is communicatively connected with 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.

[0900] like Fig. 9 As shown, in a garden operation vehicle provided by 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 component according to the rotation angle information includes:

[0901] S101: Determine the rotation direction and rotation angle of the corresponding control lever according to the rotation angle information.

[0902] The driving controller module 164 may determine the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information.

[0903] S102: Controlling the rotation direction and rotation speed of the output shaft in the driving motor based on the rotation direction.

[0904] In response to the operating lever rotating forward, the output shaft is controlled to output power in a first rotation direction to drive the driving wheel to rotate forward.

[0905] In response to the operating lever rotating backward, the output shaft is controlled to output power in a second rotation direction to drive the driving wheel to rotate backward.

[0906] And, the rotation speed of the output shaft in the driving motor 143 is controlled in proportion to the rotation angle.

[0907] like Fig.10As shown, the gardening vehicle further includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 can be integrated in 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 whole vehicle operation state of the gardening vehicle, including controlling the operation state of the functional mechanism 12 and the driving mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0908] Those skilled in the art may understand 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 is more convenient for communicating with the vehicle controller VCU while also reducing the vehicle communication lines and reducing production costs.

[0909] 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 driving abnormalities, so as to eliminate the vehicle driving abnormalities in a timely manner.

[0910] In some optional embodiments, the auxiliary control mechanism 18 includes a handling state sensing component 181 , a driving state sensing component 182 and a calibration controller component 183 .

[0911] The control state sensing component 181 is configured to determine the control state of the user on 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 represent the user's control intention for the gardening vehicle to drive in a straight line, and the non-straight-line control state can represent the user's control state for the gardening vehicle to drive in a non-straight line, for example, the user controls the gardening vehicle to turn left, turn right, or back up.

[0912] In some optional embodiments, the control state sensing component 181 may use the detection results of the rotation detection component 163 in the left control component 161 and the right control component 162 to determine the specific control state of the user on the control mechanism 16. For example, if it is determined through the detection results of the rotation detection component 163 in the left control component 161 and the right control component 162 that the left control rod 1611 and the right control rod 1621 are both rotated forward, and the rotation angles of the two are the same or substantially the same, then the control state sensing component 181 may determine that the control state of the user on the control mechanism 16 is a linear control state.

[0913] The driving state sensing component 182 is configured to determine the driving state of the gardening work 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 use a body posture sensor provided in the gardening work vehicle to determine the specific driving state. For example, if the body posture sensor determines that the gardening work vehicle deflects during driving, it can be determined that the gardening work vehicle is in a non-straight driving state.

[0914] 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 can determine that the gardening vehicle is driving abnormally.

[0915] When it is determined that the gardening vehicle has an abnormal driving, the calibration controller component 183 can also 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 component 183 can adjust the output power of the drive motor 143 in the left drive component 141 and the right drive component 142, thereby adjusting the rotation speed of the drive wheels 144 on the left and right sides, and then changing the differential speed of 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 eliminates the driving abnormality of the gardening vehicle.

[0916] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from a user, and perform a calibration operation in response to the active calibration instruction.

[0917] The user can operate the human-machine interaction control panel in the garden operation 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 garden operation vehicle to match it with the control state, thereby eliminating vehicle driving abnormalities.

[0918] In the garden work 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 garden work 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 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 the straight-line driving calibration can be achieved to eliminate the vehicle driving abnormality. 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.

[0919] Based on the same purpose, the embodiment of this specification also provides a riding lawn mower.

[0920] like Figure 3 As shown, one or more optional embodiments of the present specification provide a riding lawn mower, comprising:

[0921] A frame 1, a mowing mechanism 12, a driving mechanism 14 and a control mechanism 16 connected to the frame.

[0922] The frame 100 at least partially extends in 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 riding lawn mower, and may include at least one of a seat or a standing platform. Figure 3 The case where the supporting mechanism 100 includes a seat is only exemplarily shown. The seat or the standing platform is used for sitting or standing while working. 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 the riding working mode and the standing working mode according to the actual needs of the working user. A handheld operating component can 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.

[0923] 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 a high speed, and a control module corresponding to the mowing motor.

[0924] 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 element is 3 blades, and the number of the corresponding functional motors is also set to 3. In some specific implementations, the mowing mechanism 12 also includes a control module corresponding to the mowing motor. The control module includes a control chip, such as an MCU, an ARM, etc.

[0925] In some optional embodiments, the mowing mechanism 12 can also be replaced with a cleaning element for achieving clean energy supply. It is understandable that in some optional embodiments, the mowing 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 all of the above should be included in the protection scope of this embodiment.

[0926] like Figure 3 As shown, the driving mechanism 14 is used to make the riding lawn mower travel in a garden scene such as a lawn, a garden, a fence, a green or other roads. In some optional embodiments, the driving mechanism 14 includes a left driving assembly 141 and a right driving assembly 142 respectively arranged on the left and right sides of the frame. The left driving assembly 141 and the right driving assembly 142 both include a driving motor 143 and a driving wheel 144 mechanically connected to the driving motor 143. The driving motor 143 can transmit power to the driving wheel 144 to drive the driving wheel 144 to rotate, thereby driving the riding lawn mower to move.

[0927] When the driving motors 143 in the left driving assembly 141 and the right driving assembly 142 drive the corresponding driving wheels 144 with different powers, a speed difference is generated between the left and right driving wheels 144, so that the riding lawn mower turns.

[0928] like Figure 2 As shown, the riding lawn mower further includes a power system 102 , and the power system 102 is used to supply power to the mowing mechanism 12 , the driving mechanism 14 , and the control mechanism 16 .

[0929] The power system 102 is disposed on the frame 1 and is detachably connected to the 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. The 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, battery cell type, charge information, battery health status information, etc.

[0930] In some optional embodiments, the difference between the first specification battery pack and the second specification battery pack is that the battery pack capacity is different. 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 chain saws. 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.

[0931] In some optional embodiments, the difference between the first specification battery pack and the second specification battery pack is that different types of battery cells are used. For example, the first specification battery pack and the second specification battery pack can respectively use lithium iron phosphate battery cells and ternary lithium battery cells. The multiple battery cells in the power supply system can also use nickel-chromium battery cells, lead-acid battery cells, graphene battery cells, etc.

[0932] The multiple battery cells of the power 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, which can meet the high-power working requirements and can also be adapted to handheld electric garden tools, making the working method of the staff more flexible.

[0933] like Figure 2 As shown, 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 riding lawn mower.

[0934] In some optional implementations, corresponding to the left driving component 141 and the right driving component 142 in the driving mechanism 14, the control mechanism 16 is configured to include a left control component 161 and a right control component 162. The left control component 161 and the right control component 162 are respectively coupled to the left driving component 141 and the right driving component 142 to control the operating states of the left driving component 141 and the right driving component 142, respectively.

[0935] like Figures 4 to 8 As shown, 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 driving controller module 164 .

[0936] like Figure 5 , 6As shown, the left joystick 1611 and the right joystick 1621 are configured to be controlled to rotate around the first axis 201 between a first forward position 202, a middle position 203 and a first backward position 204. The first axis 201 is substantially perpendicular to the extension direction of the body of the riding lawn mower. During the rotation process, when the joystick rotates toward the front end of the frame 1, it rotates forward and is in the forward position, and the limit position that 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 backward position, and the limit position that the joystick can reach by rotating backward is the first backward position 204; when the joystick maintains a vertical or substantially vertical position relationship with the frame 1, it is in the middle position 203.

[0937] In some optional embodiments, a limit plate assembly is further provided in the control mechanism 16. 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 grooves to limit the rotation range of the left control rod 1611 and the right control rod 1621.

[0938] Taking the first limit plate as an example, when the left control rod 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 control rod 1611 can reach by rotating.

[0939] The rotation detection module 163 is set corresponding to the corresponding joystick, and can be specifically 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 rotation angle information accordingly.

[0940] In some optional embodiments, the rotation detection module 163 may use a Hall angle sensor. Figure 7 , which is a schematic diagram of the corresponding relationship between the rotation angle information output by the Hall angle sensor and the rotation direction and rotation angle of the corresponding joystick when the Hall angle sensor is selected as the rotation detection module 163 .

[0941] Exemplarily, 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, i.e., 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, i.e., rotating close to the first backward position 204, can be defined as positive, and the relative forward rotation angle can be defined as negative.

[0942] The Hall angle sensor can output the rotation angle information in the form of a voltage signal, and the range of the output voltage signal corresponding to the rotation angle range of the joystick is [0,5V]. Figure 7 As shown, there is a linear proportional relationship between the voltage value output by the Hall angle sensor and the rotation angle of the joystick.

[0943] like Figure 8 As shown, the drive controller module 164 is communicatively connected with 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.

[0944] like Fig. 9 As shown, 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 component according to the rotation angle information includes:

[0945] S101: Determine the rotation direction and rotation angle of the corresponding control lever according to the rotation angle information.

[0946] The driving controller module 164 may determine the rotation direction and rotation angle of the corresponding joystick according to the rotation angle information.

[0947] S102: Controlling the rotation direction and rotation speed of the output shaft in the driving motor based on the rotation direction.

[0948] In response to the operating lever rotating forward, the output shaft is controlled to output power in a first rotation direction to drive the driving wheel to rotate forward.

[0949] In response to the operating lever rotating backward, the output shaft is controlled to output power in a second rotation direction to drive the driving wheel to rotate backward.

[0950] And, the rotation speed of the output shaft in the driving motor 143 is controlled in proportion to the rotation angle.

[0951] like Fig.10As shown, the riding lawn mower further includes an auxiliary control mechanism 18. The auxiliary control mechanism 18 can be integrated in the vehicle control unit (VCU) of the riding lawn mower, and an independent controller module can also be provided in the riding lawn mower as the auxiliary control mechanism 18. The vehicle control unit VCU is configured to regulate the whole vehicle operation state of the riding lawn mower, including controlling the operation state of the mowing mechanism 12 and the driving mechanism 14, and cooperating with the control mechanism 16 to achieve more refined control.

[0952] Those skilled in the art may understand 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 is more convenient for communicating with the vehicle controller VCU while also reducing the vehicle communication lines and reducing production costs.

[0953] The auxiliary control mechanism 18 is used to monitor the driving state of the riding lawn mower to 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 time.

[0954] In some optional embodiments, the auxiliary control mechanism 18 includes a handling state sensing component 181 , a driving state sensing component 182 and a calibration controller component 183 .

[0955] The control state sensing component 181 is configured to determine the control state of the user on the control mechanism 16. The control state may include a straight control state and a non-straight control state. The straight control state is used to represent the user's control intention for driving the riding lawn mower in a straight line, and the non-straight control state can represent the user's control state for driving the riding lawn mower in a non-straight line, for example, the user controls the riding lawn mower to turn left, turn right, or back up.

[0956] In some optional embodiments, the control state sensing component 181 may use the detection results of the rotation detection component 163 in the left control component 161 and the right control component 162 to determine the specific control state of the user on the control mechanism 16. For example, if it is determined through the detection results of the rotation detection component 163 in the left control component 161 and the right control component 162 that the left control rod 1611 and the right control rod 1621 are both rotated forward, and the rotation angles of the two are the same or substantially the same, then the control state sensing component 181 may determine that the control state of the user on the control mechanism 16 is a linear control state.

[0957] 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 use a body posture sensor disposed 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 driving, it can be determined that the riding lawn mower is in a non-straight driving state.

[0958] 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.

[0959] When it is determined that the riding lawn mower has a driving abnormality, the calibration controller component 183 can also adjust the operating state of the driving mechanism 16 so that the actual driving state of the riding lawn mower matches the control state for the control mechanism 14. Specifically, the calibration controller component 183 can adjust the output power of the driving motor 143 in the left driving component 141 and the right driving component 142, thereby adjusting the rotation speed of the driving wheels 144 on the left and right sides, and then changing the differential speed of the left and right driving wheels to achieve the purpose of adjusting the driving state, so that the driving state matches the control state, and eliminates the driving abnormality of the riding lawn mower.

[0960] In some optional embodiments, the auxiliary control mechanism 18 may also receive an active calibration instruction from a user, and perform a calibration operation in response to the active calibration instruction.

[0961] 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 vehicle driving abnormalities.

[0962] In the riding lawn mower, 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 riding lawn mower 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 that the abnormal driving state that may occur in the riding lawn mower can be detected and determined in time. Furthermore, when the riding lawn mower has a driving abnormality, 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 time, and the straight-line driving calibration can be achieved to eliminate the vehicle driving abnormality. 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.

[0963] It should be noted that the method of one or more embodiments of this specification can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of one or more embodiments of this specification, and the multiple devices will interact with each other to complete the described method.

[0964] It should be noted that the above is a description of a specific embodiment of the present specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0965] For the convenience of description, the above devices are described in terms of functions 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.

[0966] The apparatus of the above-mentioned embodiment is used to implement the corresponding method in the above-mentioned embodiment, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0967] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium, and when the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the storage medium can be a 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), etc.; the storage medium can also include a combination of the above-mentioned types of memory.

[0968] The systems, devices, modules or units described in the above embodiments may be implemented by computer chips or entities, or by products with certain functions. For the convenience of description, the above devices are described separately by functions in various units. Of course, when implementing the present application, the functions of each unit may be implemented in the same or multiple software and / or hardware.

[0969] 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. Moreover, 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 disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0970] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0971] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0972] 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. In line with 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.

[0973] In addition, to simplify the description and discussion, and in order not to obscure one or more embodiments of the present specification, known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, the device may be shown in the form of a block diagram so as 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 scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it is 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. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0974] Although the present disclosure has been described in conjunction with specific embodiments of the present disclosure, many substitutions, modifications, and variations of these embodiments will be apparent to those of ordinary skill in the art based on the foregoing description. One or more embodiments of this specification are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of one or more embodiments of this specification shall be included in the scope of protection of the present disclosure.

Claims

1. 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 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, 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.

2. The multi-purpose vehicle according to claim 1, characterized in that: 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.

3. The multi-purpose vehicle according to claim 2, 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.

4. The multi-purpose vehicle according to claim 1, characterized in that: 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.

5. The multi-purpose vehicle according to claim 4, 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.

6. The multi-purpose vehicle according to claim 4, 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.

7. The multi-purpose vehicle according to claim 4, 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 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.

8. The multi-purpose vehicle according to claim 7, characterized in that: The signal transmitter and the signal receiver are respectively an infrared signal transmitter and an infrared signal receiver.

9. The multi-purpose vehicle according to claim 7, characterized in that: The signal transmitter and the signal receiver are respectively a laser signal transmitter and a laser signal receiver.

10. The multi-purpose vehicle according to claim 4, characterized in that: 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.

11. The multi-purpose vehicle according to claim 4, characterized in that: 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.

12. The multi-purpose vehicle according to claim 1, characterized in that: 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.

13. The multi-purpose vehicle according to claim 1, characterized in that: 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.

14. The multi-purpose vehicle according to claim 13, characterized in that: 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 k-th iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

15. The multi-purpose vehicle according to claim 13, characterized in that: 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 k-th iteration compensation, c s Indicates the correction parameter, its value range is 0 <c s ≤2.

16. The multi-purpose vehicle according to claim 13, characterized in that: 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.

17. 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.

18. 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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