Multi-purpose vehicle, garden work vehicle and riding lawn mower

Abstract

A multi-functional vehicle, a gardening vehicle, and a ride-on lawnmower are disclosed. The vehicle includes a frame, a working system, and a power system. The working system includes a drive assembly fixedly connected to the frame for driving the multi-functional vehicle. The drive assembly includes multiple wheels, each including a pair of drive wheels. The axis connecting the two drive wheels forms a first axis X. At least one inertial measurement unit (IMU) is installed on the multi-functional vehicle for detecting attitude data. The IMU's position forms a first distance Dy along the vehicle's longitudinal direction with the first axis X, where Dy ≥ T2 / 200, and T2 is the vehicle length. By determining the appropriate configuration of the IMU in the ride-on lawnmower, the accuracy of the detected and corrected attitude data can be improved, thereby enabling precise control of the ride-on lawnmower's motion attitude to overcome difficulties in straight-line calibration and prevent tipping.

Description

[Technical Field]

[0001] This manual relates to the field of power tool technology, specifically to multi-functional vehicles, garden vehicles, and ride-on lawnmowers. [Background Technology]

[0002] Currently, in some outdoor scenarios, such as gardening and farming, users often use some work vehicles to help with efficient operations.

[0003] If the direction is adjusted solely by the user's naked eye, difficulties in straight-line alignment may arise during operation due to a lack of reference points or uneven road surfaces. Furthermore, when climbing slopes or tilting, the inability to accurately monitor the tilt angle can lead to excessive tilting or overturning at high speeds. Moreover, without precise monitoring of the vehicle's attitude, it's impossible to control the vehicle to move in the desired posture, impacting operational effectiveness. For example, gardening tools may result in uneven trimming of plants, affecting aesthetics. [Summary of the Invention]

[0004] In view of this, embodiments of this specification provide a multi-functional vehicle, a gardening vehicle, and a ride-on lawnmower to solve the problem of inaccurate vehicle posture monitoring.

[0005] According to a first aspect, embodiments of this specification provide a multi-functional vehicle, including: a frame and a working system mounted on the frame; a power system for providing power to the working system; the working system includes: a walking drive assembly fixedly connected to the frame for driving the multi-functional vehicle; the walking drive assembly includes: a plurality of walking wheels; the plurality of walking wheels including a pair of drive wheels; the axis connecting the center of the pair of drive wheels forming a first axis X; at least one inertial measurement unit disposed on the multi-functional vehicle for detecting attitude data; the location of the inertial measurement unit and the first axis X forming a first distance Dy along the longitudinal direction of the vehicle; wherein... T2 is the vehicle length.

[0006] By analyzing the relationship between the placement of inertial measurement units (IMUs) on multi-functional vehicles under different attitudes and the accuracy of the collected attitude data, and by avoiding areas on multi-functional vehicles where it is inconvenient to place IMUs, the appropriate position of the IMUs on the multi-functional vehicles can be determined to improve the accuracy of the detected and corrected attitude data. This allows for precise control of the vehicle's motion attitude to overcome the difficulties of straight-line calibration and prevent rollovers.

[0007] According to a second aspect, embodiments of this specification provide a gardening operation vehicle, including: a frame and a working system mounted on the frame; a power system configured to provide power to the working system; the power system including a power battery unit; the working system including: a walking drive assembly fixedly connected to the frame for driving the gardening operation vehicle; the walking drive assembly including: a plurality of walking wheels; the plurality of walking wheels including a pair of drive wheels; the axis connecting the center of the pair of drive wheels forming a first axis X; at least one inertial measurement unit disposed on the gardening operation vehicle for detecting attitude data; the location of the inertial measurement unit and the first axis X forming a first distance Dy along the front-rear direction of the vehicle; wherein... T2 is the vehicle length; the garden operation drive assembly, mounted on the frame, is configured to output power to perform garden operation tasks.

[0008] By analyzing the relationship between the placement of inertial measurement units (IMUs) on garden work vehicles under different postures and the accuracy of the collected posture data, and by avoiding areas on garden work vehicles where it is inconvenient to place IMUs, the appropriate configuration of IMUs on garden work vehicles is determined to improve the accuracy of the detected and corrected posture data. This allows for precise control of the vehicle's motion posture to overcome the difficulty of straight-line calibration and prevent rollover.

[0009] According to a third aspect, an embodiment of this specification provides a ride-on lawnmower, comprising: a frame and a working system mounted on the frame; a power system configured to provide power to the working system; the power system including a power battery unit; the power battery unit including at least one removable battery pack; the working system including: a walking drive assembly fixedly connected to the frame for driving the ride-on lawnmower; the walking drive assembly including: a plurality of walking wheels; the plurality of walking wheels including a pair of drive wheels; the axis connecting the center of the pair of drive wheels forming a first axis X; a carrying assembly mounted on the frame for carrying a user; a mowing drive assembly mounted on the frame and configured to output power to perform mowing operations; at least one inertial measurement unit mounted on the ride-on lawnmower for detecting attitude data; the position of the inertial measurement unit and the first axis X forming a first distance Dy in the longitudinal direction of the vehicle; wherein... T2 is the vehicle length.

[0010] By analyzing the relationship between the placement of inertial measurement units (IMUs) on a ride-on lawnmower under different postures and the accuracy of the collected posture data, and by avoiding areas on the ride-on lawnmower where it is inconvenient to place IMUs, the appropriate configuration of IMUs on the ride-on lawnmower is determined to improve the accuracy of the detected and corrected posture data. This allows for precise control of the ride-on lawnmower's motion posture to overcome the difficulty of straight-line calibration and prevent tipping. [Attached Image Description]

[0011] The features and advantages of this specification will be more clearly understood by referring to the accompanying drawings, which are schematic and should not be construed as limiting the scope of this specification. In the drawings:

[0012] Figure 1A A schematic diagram of the structure of a multi-functional vehicle according to one embodiment of this specification is shown.

[0013] Figure 1B It shows Figure 1A A schematic diagram of the structure of a multi-functional vehicle after the load-bearing components have been removed.

[0014] Figure 2 A schematic diagram of a control system for implementing walking control of a multi-functional vehicle in one embodiment of this specification is shown.

[0015] Figure 3 A schematic diagram of a control system for a multi-functional vehicle to achieve walking control and preset function control is shown in one embodiment of this specification.

[0016] Figure 4A A schematic diagram of a control system for a multi-functional vehicle with an inertial measurement unit and having walking control and preset function control is shown in one embodiment of this specification.

[0017] Figure 4B A schematic diagram of the communication structure between multiple inertial measurement units and the overall controller is shown in one embodiment of this specification.

[0018] Figure 4C A schematic diagram of the communication structure between multiple inertial measurement units and the overall controller is shown in another embodiment of this specification.

[0019] Figure 5 A schematic diagram of establishing a reference frame based on the multi-functional vehicle's running plane is shown in one embodiment of this specification.

[0020] Figures 6 to 8 The diagrams show the motion states of the multi-functional vehicle in the embodiments of this specification, including turning, climbing, and tilting.

[0021] Figure 9 A schematic diagram of a first turning scenario for a multi-functional vehicle in one embodiment of this specification is shown.

[0022] Figure 10 It shows the basis Figure 9 A schematic diagram of motion state analysis of an inertial measurement unit.

[0023] Figure 11 A schematic diagram of a second turning scenario for a multi-functional vehicle in one embodiment of this specification is shown.

[0024] Figure 12 It shows the basis Figure 11 A schematic diagram of motion state analysis of an inertial measurement unit.

[0025] Figures 13 to 15 The diagrams shown illustrate various speed combinations of the two drive wheels when the multi-functional vehicle turns, as described in the embodiments of this specification.

[0026] Figures 16 to 18 This specification illustrates a simplified coordinate system, the actual state of the vehicle, and a schematic diagram of the change of point P in a multi-functional vehicle during a first turning scenario, showing the longitudinal position comparison of the inertial measurement unit, the detection deflection angle of the inertial measurement unit, and the change of point P.

[0027] Figure 19 A simplified coordinate system diagram of the detection deflection angle of the lateral position comparison inertial measurement unit of a multi-functional vehicle in a first turning situation is shown in one embodiment of this specification.

[0028] Figure 20 A simplified coordinate system diagram of the detection deflection angle of the lateral position comparison inertial measurement unit of a multi-functional vehicle in a second turning situation is shown in one embodiment of this specification.

[0029] Figure 21 This specification shows a schematic diagram illustrating the principle of deflection angle analysis of a multi-functional vehicle in a climbing state in one embodiment.

[0030] Figure 22 A schematic diagram of the motion state of a multi-functional vehicle tilting about its center of mass in one embodiment of this specification is shown.

[0031] Figure 23 A schematic diagram of the motion state of a multi-functional vehicle tilting around a load-bearing wheel is shown in one embodiment of this specification.

[0032] Figure 24 This specification shows a simplified coordinate system diagram of the inertial measurement unit for detecting the deflection angle when a multi-functional vehicle is in a lateral tilting motion around the load-bearing wheel in one embodiment of this specification.

[0033] Figure 25 A schematic diagram of a single inertial measurement unit in a suggested location area for a multi-functional vehicle is shown in one embodiment of this specification.

[0034] Figure 26A A schematic diagram of a plurality of inertial measurement units in a suggested location area for a multi-functional vehicle is shown in one embodiment of this specification.

[0035] Figure 26B This specification shows a schematic diagram of the structure of an inertial measurement unit in some specific optional locations on a multi-functional vehicle according to one embodiment of the specification.

[0036] Figure 27 A flowchart illustrating an embodiment of the attitude data processing method in this specification is shown.

[0037] Figure 28 This specification shows a schematic diagram of a structure for controlling the rollover of a multi-functional vehicle in a tilted state around the load-bearing wheel, according to one embodiment of the specification.

[0038] Figure 29 A schematic diagram of the hardware structure of an electronic device in one embodiment of this specification is shown.

Detailed Implementation Methods

[0039] To make the objectives, technical solutions, and advantages of the embodiments in this specification clearer, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, not all embodiments. Based on the embodiments in this specification, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this specification.

[0040] Currently, in some outdoor scenarios, such as gardening and farming, users often use some work vehicles to help with efficient operations.

[0041] If the direction is adjusted solely by the user's naked eye, difficulties in straight-line alignment may arise during operation due to a lack of reference points or uneven road surfaces. Furthermore, when climbing slopes or tilting, the inability to accurately monitor the tilt angle can lead to excessive tilting or overturning at high speeds. Moreover, without precise monitoring of the vehicle's attitude, it's impossible to control the vehicle to move in the desired posture, impacting operational effectiveness. For example, gardening tools may result in uneven trimming of plants, affecting aesthetics.

[0042] For the purposes described above, one aspect of this specification provides a multi-functional vehicle.

[0043] refer to Figure 1A and Figure 1B As shown, the multi-functional vehicle 10 includes: a frame 11, a working system 12 connected to the frame 11, a power supply system 13 for supplying power to the working system 12, etc.

[0044] The frame 11 extends at least partially in a longitudinal direction, and a load-bearing assembly 110 may be provided on the frame 11. The load-bearing assembly 110 may include at least one of a seat or a standing section. Figure 1A The illustration only shows an example of the carrier assembly 110 including a seat. The seat or the standing section is used for sitting or standing while working. That is, the multi-functional vehicle 10 can provide either a riding or standing working mode. Furthermore, the structures of the seat and the standing section can be flexibly switched, meaning the working mode of the multi-functional vehicle 10 can be flexibly switched between riding and standing working modes according to the actual needs of the user. A handheld operating component can also be provided on the frame 11, allowing the multi-functional vehicle 10 to also provide a push-type working mode.

[0045] The working system 12 includes a walking drive component 120.

[0046] The walking drive assembly 120 is fixedly connected to the frame 11 and is used to drive the multi-functional vehicle 10. For example, it drives the multi-functional vehicle 10 to travel in a landscape setting such as a lawn, garden, or fence. The walking drive assembly 120 includes at least walking wheels and drive motors for driving the walking wheels. Multiple walking wheels may be provided, and the number of drive motors corresponds to the number of walking wheels.

[0047] In some alternative embodiments, reference may be made together. Figure 1A , Figure 1B and Figure 2 The driving assembly 120 includes a pair of first drive wheels 1201 and second drive wheels 1202, and two corresponding first drive motors 1205. When the two first drive motors 1205 drive the corresponding drive wheels to rotate at different power, a speed difference is generated between the first drive wheels 1201 and the second drive wheels 1202, thereby enabling the multi-functional vehicle 10 to steer. Assuming the first drive wheel 1201 is the left wheel and the second drive wheel 1202 is the right wheel, in one example of vehicle turning, the first drive wheels 1201 and 1202 can rotate in the same direction but at different speeds. Alternatively, in another example of vehicle turning, the first drive wheels 1201 and 1202 can rotate in opposite directions to complete the turn with a smaller trajectory.

[0048] In some embodiments, Figure 2As shown, the walking drive assembly 120 also includes a walking controller 1206 for controlling the first drive motor 1205. Each first drive motor 1205 can be configured with a separate walking controller 1206, or the same walking controller 1206 can control two first drive motors 1205 respectively.

[0049] The multi-functional vehicle 10 also includes a system controller 15, which connects to and controls the walking drive assembly 120. See details... Figure 2 As shown, the overall controller 15 is communicatively connected to the walking controller 1206. As an example, in... Figure 1B In the illustration, the overall controller 15 is exemplarily located below the support component 110.

[0050] In some embodiments, the first drive wheel 1201 and the second drive wheel 1202 may be a pair of rear wheels of the multi-functional vehicle 10. The plurality of wheels of the multi-functional vehicle 10 may also include one or a pair of front wheels, wherein the pair of front wheels is implemented as driven wheels, such as a first driven wheel 1203 and a second driven wheel 1204. The first driven wheel 1203 and the second driven wheel 1204 can be driven to roll under the drive of the pair of rear wheels, guiding the vehicle's direction of travel. In some alternative embodiments, the first driven wheel 1203 and the second driven wheel 1204 may be omnidirectional wheels, enabling the multi-functional vehicle 10 to achieve a wide range of turning angles.

[0051] In some alternative embodiments, reference may be made to Figure 1A , Figure 1B and Figure 3 As shown, the working system 12 also includes a power output component 121.

[0052] The power output assembly 121 includes an output component 1211 for outputting power to achieve a preset function, a second drive motor 1212 for driving the output component 1211, and a power output controller 1213 for controlling the second drive motor 1212. In some alternative embodiments, the power output assembly 121 is implemented as a lawn mowing element for achieving a lawn mowing function. The power output assembly 121 is also connected to the frame 11. The power output assembly 121 further includes a second drive motor 1212 for driving the lawn mowing element to rotate at high speed, and a power output controller 1213 corresponding to the second drive motor 1212.

[0053] The type of output component 1211 can vary according to different preset functions.

[0054] exist Figure 3In this configuration, the overall controller 15 of the multi-functional vehicle connects to and controls the operation of the walking drive assembly 120 and the power output assembly 121. Specifically, the overall controller 15 is communicatively connected to the walking controller 1206 and the power output controller 1213, and controls the movement of the first drive wheel 1201, the second drive wheel 1202, and the output component 1211 through command interaction with the walking controller 1206 and the power output controller 1213.

[0055] In some optional embodiments, the power output component 121 may include more than one mowing element, and correspondingly, the number of the second drive motors may correspond to the number of mowing elements. For example, in some embodiments, the mowing element has three blades, and the number of the second drive motors 1212 is also set to three. In some specific embodiments, the power output controller 1213 corresponding to the second drive motor 1212 includes a control chip, such as an MCU or ARM.

[0056] In some alternative embodiments, the power output assembly 121 includes a cleaning element for providing power to the cleaning system. The power output assembly 121 also includes a second drive motor 1212 for driving the cleaning element, and a power output controller 1213 corresponding to the second drive motor 1212.

[0057] It is understood that in some optional embodiments, the output component 1211 included in the power output component 121 can also be replaced with other functional components according to the needs of the scenario, such as snow sweeping, snow blowing, snow shoveling, and flushing components. Those skilled in the art should be able to adapt and replace various functional components without creative labor, and all of the above should be included in the protection scope of this embodiment.

[0058] The operating system 12 serves as the load in the multi-functional vehicle 10, and the power system 13 supplies power to the load. Specifically, the power system 13 supplies power to at least the second drive motor in the power output assembly 121 and the first drive motor 1205 in the travel drive assembly 120. The power system 13 can also supply power to other electronic components in the multi-functional vehicle 10, such as the power output controller 1213 corresponding to the second drive motor 1212 in the power output assembly 121, and the travel controller 1206 corresponding to the first drive motor 1205 in the travel drive assembly 120.

[0059] The power system 13 is mounted on the frame 11 and detachably connected to the frame 11. In some alternative embodiments, the power system 13 includes at least one detachable battery unit that can be easily removed and installed without tools. The battery unit may include at least one battery pack. The power system 13 may also be adapted to a charger for charging the battery pack.

[0060] As an example, the battery pack can be selected as at least one of a first-specification battery pack and a second-specification battery pack. The differences in specifications between the first-specification battery pack and the second-specification battery pack include, but are not limited to, differences in battery pack capacity, voltage, battery internal resistance, weight, size, energy density, cell type, charge information, and battery health status information.

[0061] In some alternative embodiments, the difference between the first-specification battery pack and the second-specification battery pack lies in their battery pack capacities. The first-specification battery pack has a larger capacity than the second-specification battery pack. The second-specification battery pack is configured to power handheld garden tools. For example, the second-specification battery pack can power garden tools such as lawnmowers, pruning machines, hair dryers, and chainsaws. Furthermore, the second-specification battery pack can also power torque-output tools such as electric drills and hammer drills; sawing tools such as circular saws, jigsaws, and reciprocating saws; or grinding tools such as angle grinders and sanders.

[0062] In some alternative embodiments, the difference between the first-specification battery pack and the second-specification battery pack lies in the type of battery cells used. For example, the first-specification battery pack and the second-specification battery pack can respectively use lithium iron phosphate cells and ternary lithium cells. The multiple battery units in the power system 13 can also use nickel-cadmium battery cells, lead-acid battery cells, graphene cells, etc.

[0063] The power supply assembly uses at least one of a first-specification battery pack and a second-specification battery pack. This allows the multi-functional vehicle 10 to be compatible with different specifications of battery packs, meeting the needs of high-power operation while also being compatible with handheld electric garden tools, making the work of garden workers more flexible.

[0064] In some embodiments, the multi-functional vehicle 10 can also cooperate with a charger to charge the power system 13. The charger connects to an external charging power source and can adjust the power from the external charging power source to be suitable for the power system 13, thereby facilitating the charging of the multiple battery cells in the power system 13. For example, the charger can convert high-voltage AC power from the external charging power source into low-voltage DC power suitable for charging.

[0065] The charger is electrically coupled to the power system 13 via a charging circuit, transmitting power to the multiple battery cells within the power system 13. Furthermore, the charger can communicate with the battery management system (BMS), which can adjust the charger's operating state and output power based on the battery status.

[0066] At least one inertial measurement unit 14 is installed on the multi-functional vehicle 10 and can be used to detect the attitude data of the object, such as acceleration, angular velocity, and orientation information. The principle of the inertial measurement unit 14 is briefly explained. The inertial measurement unit 14 can be implemented by including an accelerometer and a gyroscope, which can respectively measure the raw data of the object's three-axis attitude angles (or angular velocities) and acceleration. Each time the inertial measurement unit 14 rotates, the gyroscope and accelerometer feed back instantaneous physical quantities; integrating these quantities yields the actual displacement and angle. When an object moves linearly in a coordinate system, assuming the coordinate system rotates, the object will experience a vertical force and a vertical acceleration during the rotation. Based on Newton's laws of motion, by measuring the changes in angle and acceleration of the carrier (such as the multi-functional vehicle 10) of the inertial measurement unit 14, integrating over time, and transforming the data to the navigation coordinate system, the carrier's attitude data can be obtained.

[0067] As can be seen from the above principles, different installation positions of the inertial measurement unit 14 will lead to differences in the magnitude of the Coriolis force sensed by the inertial measurement unit 14 and the detected deflection angle. Therefore, this specification describes an optimal installation position for the inertial measurement unit 14 in the multi-functional vehicle 10 by analyzing the magnitude of the Coriolis force and deflection angle sensed by the inertial measurement unit 14 at different positions, and considering factors such as installation limitations on the multi-functional vehicle 10, in order to obtain accurate vehicle attitude and solve problems in related technologies. In some embodiments, the inertial measurement unit 14 can be one or more. When there is one inertial measurement unit 14, its installation position can be determined based on conditions such as maximizing the Coriolis force corresponding to the position, accommodating the detection of different lateral tilts of the multi-functional vehicle 10, and avoiding areas where installation is not possible on the multi-functional vehicle 10. When there are multiple inertial measurement units 14, they can be complementary and / or mutually corrective. For example, multiple inertial measurement units 14 are distributed on different sides of the multi-functional vehicle 10 according to conditions such as maximizing the Coriolis force, taking into account the detection of different lateral tilts of the multi-functional vehicle 10, and avoiding areas where the multi-functional vehicle 10 cannot be installed. The attitude data obtained by each unit (defined as "attitude data") are complementary and fused to obtain more accurate attitude data (defined as "corrected attitude data").

[0068] A brief explanation of the Coriolis force: The Coriolis force arises because, in a rotating coordinate system, an object will shift relative to the rotating system due to inertia. Specifically, when an object moves radially in a rotating system, it will be subjected to a lateral force, the magnitude of which is directly related to the radial velocity of the object and the rotational velocity of the rotating system.

[0069] A gyroscope, also known as an angular velocity sensor, is a device that uses the angular momentum of a high-speed rotating body to sense the angular motion of its housing relative to inertial space around one or two axes orthogonal to its rotation axis. The working principle of a gyroscope is based on the Coriolis force. Specifically, assuming an object is moving linearly in a rotating system, it will experience a perpendicular force and a perpendicular acceleration during rotation.

[0070] An accelerometer works based on Newton's second law, F = ma, where F represents the force acting on the object, m represents the object's mass, and a represents the object's acceleration. When an object is subjected to an external force, its mass changes, resulting in a change in acceleration. By measuring this change, the object's acceleration can be obtained. In some embodiments, accelerometers typically employ capacitive, piezoresistive, or thermistor principles. Capacitive accelerometers are a commonly used type. For example, when an accelerometer is subjected to acceleration, the distance between the plates of its internal capacitor changes, resulting in a change in capacitance. By measuring this change in capacitance, the magnitude and direction of the acceleration can be determined.

[0071] In some embodiments, the gyroscope in the inertial measurement unit 14 can be implemented as a micromechanical (MEMS) gyroscope. And / or, the accelerometer in the inertial measurement unit 14 can also be implemented as a micromechanical accelerometer. The advantages of micromechanics include miniaturization, high integration, low power consumption, and high precision.

[0072] In some embodiments, the inertial measurement unit 14 can, depending on its configuration, calculate attitude data based on at least one of raw data (Raw Dyta), calibration data (CAL Dyta), and filtered data (KAL Dyta). Raw data refers to the originally sampled data, calibration data refers to the data after calibration of the raw data, and filtered data refers to the data after processing, such as Kalman filtering. Preprocessing such as calibration and filtering can effectively improve the accuracy of the final calculated attitude data. In some embodiments, the attitude data calculation algorithm may include at least one of the following: Euler angle method, direction cosine method, quaternion method, and equivalent rotation vector method.

[0073] In some embodiments, the inertial measurement unit 14 may be implemented as a six-axis IMU, including an accelerometer, a gyroscope, and a digital filter for generating the filtered data described above. In still other embodiments, the inertial measurement unit 14 may be implemented as a nine-axis IMU, which may include a magnetometer in addition to the accelerometer, gyroscope, and digital filter, in order to obtain richer attitude data.

[0074] In some alternative embodiments, the multi-functional vehicle 10 may be a manned vehicle, and may further include control components for controlling the drive assembly 120, such as a steering wheel or a pair of joysticks. The control components are connected to the overall controller 15 to receive user input and generate corresponding control signals, which are then sent to the overall controller 15. The overall controller 15 then controls the drive assembly 120 to perform corresponding actions, such as forward and backward movement or turning, based on these control signals.

[0075] exist Figure 4A In this system, the overall controller 15 can communicate with the inertial measurement unit 14 to acquire attitude data. Based on this attitude data, the overall controller 15 can implement motion control of the walking drive assembly 120. For example, it can control the multi-functional vehicle 10 to promptly correct any deviations from the direction of travel during straight-line walking to maintain stable straight-line movement. Alternatively, when excessive forward / backward or lateral tilt angles are detected, timely motion restrictions can be implemented to prevent rollovers. By positioning the inertial measurement unit 14 at an appropriate location on the multi-functional vehicle 10, it can effectively sense Coriolis forces, achieving optimal signal sampling accuracy and generating precise attitude data. This data is then used to accurately implement motion control measures such as straight-line walking correction and rollover prevention.

[0076] In other embodiments, the overall controller 15 can also adjust the attitude of the multi-functional vehicle 10 to stabilize the operating attitude of the power output component 121 based on the precise attitude data provided by the inertial measurement unit 14. For example, the mowing element forms a mowing plane. The wheels can be designed to be height-adjustable. During the bumpy movement of the multi-functional vehicle 10, the overall controller 15 obtains the real-time attitude data of the multi-functional vehicle 10 based on the inertial measurement unit 14, and can correspondingly adjust the height of the wheels to stabilize the position of the mowing plane so that it does not move with the vehicle's bumps, thus maintaining a smooth mowing effect even in bumpy scenarios.

[0077] In some embodiments, the inertial measurement unit 14 and the overall controller 15 can be connected via a wired interface. For example, a wired connection can be established through at least one interface such as I2C, SPI, or UART. In other embodiments, the IMU and the overall controller 15 can be connected wirelessly via a wireless communication module. For example, a wireless communication connection can be established through at least one of Bluetooth, WiFi, IoT modules (such as NB-IoT, LoRa, Zigbee), optical communication modules, and ultrasonic communication modules. Wired communication connections offer better communication reliability, while wireless communication connections eliminate the need for wiring harnesses, thus reducing the complexity of arranging the inertial measurement unit 14.

[0078] In some embodiments, the inertial measurement unit 14 can be a separately packaged device that can be fixed (e.g., screwed) to a mounting location on the multi-functional vehicle 10, allowing for flexible installation. In other embodiments, the inertial measurement unit 14 can be in the form of a circuit module and installed on the circuit board of an existing controller in the multi-functional vehicle 10. This eliminates the need for an additional mounting area for the inertial measurement unit 14 on the multi-functional vehicle 10, thereby saving installation space and improving integration. As an example, the existing controller includes, but is not limited to, at least one of the following: the travel controller in the travel drive assembly 120, the power output controller in the power output assembly 121, and the overall controller 15. Optionally, when the inertial measurement unit 14 is integrated on a circuit board such as the travel controller, power output controller, or overall controller 15, it can communicate with the overall controller 15 using the communication interfaces and lines configured on the circuit board.

[0079] In some embodiments, when there are multiple inertial measurement units 14, the multiple inertial measurement units 14 can be connected to the overall controller 15 in a distributed connection manner or in a converged connection manner.

[0080] As an example, you can refer to Figure 4B and Figure 4C As shown. In Figure 4B In the diagram, multiple inertial measurement units 14 are shown to be communicatively connected to the overall controller 15. A set of attitude data collected by the multiple inertial measurement units 14 at periodic intervals can be synchronously sent to the overall controller 15, so that the overall controller 15 can fuse the attitude data to obtain corrected attitude data. Alternatively, in... Figure 4CIn the diagram, multiple inertial measurement units 14 are converged and connected to a signal processing unit 16, which is also connected to the overall controller 15. The multiple inertial measurement units 14 synchronously send a set of attitude data collected at each cycle time to the signal processing unit 16. The signal processing unit 16 first fuses each set of attitude data to obtain corrected attitude data, and then sends the corrected attitude data to the overall controller 15. In some alternative embodiments, the signal processing unit 16 may be implemented as a separate processing unit, or it may be implemented as one of the multiple inertial measurement units 14.

[0081] The following analysis examines the appropriate placement of at least one inertial measurement unit 14. To facilitate accurate position analysis, a reference coordinate system can be first constructed based on the travel plane of the multi-functional vehicle 10.

[0082] like Figure 5 The diagram shown is a top view of a multi-functional vehicle 10 according to one embodiment of this specification. Figure 5 In the multi-functional vehicle 10, a pair of rear wheels are drive wheels, namely the first drive wheel 1201 and the second drive wheel 1202. The line connecting the axles of the first drive wheel 1201 and the second drive wheel 1202 forms a first axis X (which may include an extension of AB). Figure 5 In this diagram, let A be the center point of the first drive wheel 1201 and B be the center point of the second drive wheel 1202. Then, the first axis X is determined by the line AB, with C being the center point of AB. The center point is the intersection of the first center line of the traveling wheel along the wheel axle direction and the center line along the rolling direction. Furthermore, the center line of the frame 11 along the front-rear direction (i.e., the left and right symmetry axes) can be defined as the second axis Y. Without considering the vehicle's height dimension, the placement of the inertial measurement unit 14 in the front-rear and left-right dimensions of the vehicle can be determined using the first axis X and the second axis Y.

[0083] As an example, the width of the multi-functional vehicle 10 is set to T2, and the length is set to T1. It is understood that T2 and T1 will differ for different types of multi-functional vehicles 10; for example, the length and width will vary between a ride-on lawnmower, a snowplow, and a UTV. At least one inertial measurement unit 14 is positioned at point P on the multi-functional vehicle 10 in the XY plane, with the distance from P to the first axis X set to Dy, and the distance from P to the second axis Y set to Dx. This specification analyzes the selection of a suitable point P in the embodiments.

[0084] In various driving states of the multi-functional vehicle 10, the driving states in which the multi-functional vehicle 10 rotates may include turning, pitching, and rolling. Figure 6 The image shows the multi-functional vehicle 10 turning. Figure 7The image shows the multi-functional vehicle climbing a hill. Figure 8 The image shows a multi-functional vehicle tilting as it travels over an uneven road surface.

[0085] In some embodiments, the analysis of the influence of the inertial measurement unit 14's installation position on the attitude data detected by the multi-functional vehicle 10 can include two aspects. First, it analyzes the influence of the installation position on the magnitude of the Coriolis force experienced by the inertial measurement unit 14 in the various rotational driving states described above. Second, it analyzes the influence of the installation position on the angular velocity of the multi-functional vehicle 10 detected by the inertial measurement unit 14 in the various rotational driving states described above. Since angular velocity is deflection angle / time, this is essentially equivalent to analyzing the influence of the installation position on the deflection angle detected by the inertial measurement unit 14 in the various rotational driving states described above. Specifically, when the multi-functional vehicle 10 is turning, the deflection angle detected by the inertial measurement unit 14 can be defined as the "yaw angle." When the multi-functional vehicle 10 is in a roll state, the deflection angle detected by the inertial measurement unit 14 can be defined as the "roll angle."

[0086] Since there can be one or more inertial measurement units 14, the following analysis will first examine the effects of the inertial measurement unit 14's position on the Coriolis force during turning, pitching, roll, turning, pitching, and roll before comprehensively determining the position of the inertial measurement unit 14.

[0087] It should be noted that the turning of the multi-purpose vehicle 10 is caused by the differential speed between a pair of drive wheels, which may involve several scenarios. The first scenario is that one drive wheel is stationary while the other is rotating; the second scenario is that the two drive wheels rotate in opposite directions; and the third scenario is that the two drive wheels rotate in the same direction but at different speeds.

[0088] Understandably, in the various turning scenarios, depending on the differential speed, the center of rotation basically moves along the first axis X where AB is located. Therefore, to simplify the analysis, only the first and second turning scenarios will be analyzed.

[0089] The following analysis will focus on the impact of setting the position on the Coriolis force during turning.

[0090] like Figure 9 As shown, this embodiment illustrates a situation where one drive wheel is stationary while the other drive wheel is rotating.

[0091] Figure 9 Taking a vehicle turning right as an example, with the second drive wheel 1202 stationary and the first drive wheel 1201 rolling, the multi-functional vehicle 10 turns right with point B as the center of rotation. Let the initial setting position of the inertial measurement unit 14 be any point P on the vehicle, and its position after movement be P'.

[0092] Please refer to the following: Figure 10 It can be seen that points A and P rotate around point B. The radial and circumferential decomposition of the velocity of the inertial measurement unit 14 is performed. The velocity V1 of the multi-functional vehicle 10 after rotation from its initial position is decomposed into two components: the radial component (y-direction) relative to point B and the tangential component (x-direction) perpendicular to y. The velocity at point P is... y0 and v x0 , P' time v y1 and v x1 Let the forward speed of the multi-functional vehicle 10 be v, and its turning angular velocity be ω. Then the tangential velocity at point P can be calculated as ωr, as follows: Figure 10 Using the infinitesimal element method for analysis, after a minimum time dt, the deflection angle dθ = ωdt; the diameter change is r′ = r + dr.

[0093] Decompose the velocity in the original coordinate system.

[0094] v x1 =vsin(dθ)+ωr′cos(dθ)

[0095] v y1 =vcos(dθ)+ωr′sin(dθ)

[0096] Substitute

[0097] v x1 =vsin(ωdt)+ω(r+dr)cos(dθ)

[0098] v y1 =vcos(ωdt)+ω(r+dr)sin(dθ)

[0099] Tangential acceleration calculation method:

[0100]

[0101] Method for calculating normal acceleration:

[0102]

[0103] After calculation, the normal acceleration a t With tangential acceleration a n They are respectively:

[0104]

[0105] The calculation results show that the magnitude of the Coriolis force in a non-inertial reference frame is related to the radius of the inertial measurement unit 14 from the center of rotation. Therefore, with point B as the center of rotation, the farther the position is from point B, the greater the Coriolis force felt by the inertial measurement unit 14.

[0106] Let's analyze a third type of turning scenario where the two drive wheels rotate in opposite directions to achieve a turn. (See reference...) Figure 11 and Figure 12 As shown, the entire vehicle rotates around point O, and any point on the vehicle rotates around point O. The analysis method is the same as that for the third rotation case mentioned above, so it will not be repeated. It can also be seen that when rotating around point O, the farther the inertial measurement unit 14 is from point O, the greater the Coriolis force it experiences. O is basically on the first axis X, and under certain conditions, it can coincide with C.

[0107] In summary, the greater the distance between the inertial measurement unit 14 and the center of rotation, the greater the Coriolis force it experiences. Since the center of rotation of the multi-functional vehicle 10 is basically on the first axis X during left or right turns, it can be concluded that the greater the distance between the inertial measurement unit 14 and the first axis X, the greater the Coriolis force it experiences.

[0108] like Figure 13 The diagram shown illustrates an embodiment of this specification where the above conclusion 1 is applied to analyze the placement of the inertial measurement unit 14.

[0109] Let the distance from the center of the rear wheel to AB be L, and the linear velocity of point A be v. A The distance from point P of the inertial measurement unit 14 to point B is l, and the distance between the inertial measurement unit 14 and the first axis X where AB is located is Dy.

[0110] If we consider the first type of turning scenario, then with point B as the center of rotation, the angular velocity of the multi-functional vehicle 10 around point B is:

[0111]

[0112] The distance from the position P of the inertial measurement unit 14 to the rotation center B:

[0113]

[0114] Substituting the values ​​into the calculation, we get:

[0115]

[0116] If we consider the second type of turning scenario, with point O as the center of rotation, the angular velocity of the multi-functional vehicle 10 around point O is:

[0117]

[0118] The distance from the position P of the inertial measurement unit 14 to the rotation center B: l = Dy

[0119] Substituting the values ​​into the calculation, we get:

[0120]

[0121] In the first turning scenario, assuming the inertial measurement unit 14 is installed at the center of mass of the multi-functional vehicle 10, when the multi-functional vehicle 10 rotates around point B, making the velocity at point A 5 km / h and the velocity at point B 0, then the overall angular velocity of the vehicle is:

[0122]

[0123] Substituting into the calculation, we get a n =3.91m / s 2 .

[0124] In the first turning scenario, assuming the inertial measurement unit 14 is installed at the foremost end of the multi-functional vehicle 10, when the multi-functional vehicle 10 rotates around point B, making the speed at point A 5 km / h and the speed at point B 0, the overall angular velocity of the vehicle is:

[0125]

[0126] Substituting into the calculation, we get a n =1.65m / s 2

[0127] Due to 3.91m / s 2 >1.65m / s 2 This verifies the conclusion that the farther away from the center of rotation, the greater the Coriolis force on the inertial measurement unit 14, and thus the stronger the detected signal.

[0128] Similarly, in the second turning scenario, assuming the inertial measurement unit 14 is installed at the center of mass of the multi-functional vehicle 10, when the multi-functional vehicle 10 rotates around point O, the speed at point A is 5 km / h, and the speed at point B is -5 km / h. The overall vehicle angular velocity is:

[0129]

[0130] Substituting into the calculation, we get a n =14.81m / s 2

[0131] In the second turning scenario, assuming the inertial measurement unit 14 is installed at the foremost end of the multi-functional vehicle 10, when the multi-functional vehicle 10 rotates around point O, making the speed at point A 5 km / h and the speed at point B -5 km / h, the overall vehicle angular velocity is:

[0132]

[0133] Substituting into the calculation, we get a n =4.65m / s 2

[0134] Due to 14.81 m / s 2 >4.65m / s 2 This verifies the conclusion that the farther away from the center of rotation, the stronger the signal detected by the inertial measurement unit 14.

[0135] Based on the above, the general arrangement of the inertial measurement unit 14 can be derived.

[0136] Because the center of rotation of the multi-purpose vehicle 10 should be between the two extreme cases during the turning process. (See reference...) Figure 14 and Figure 15 As shown, taking a right turn as an example, the center of rotation could be any point between C and B, with C being the center point of AB.

[0137] exist Figure 14 and Figure 15 In the middle, let the speed of wheel A be v. A The speed of wheel B is v B Let the inertial measurement unit 14 be located on the second axis Y, the distance CP be Dy, and the distance between the rotation center O and point B be Db.

[0138] exist Figure 14 In the middle, v A and v B If they are in the same direction, then the following conditions must be met:

[0139]

[0140] It can be calculated that:

[0141]

[0142] Substituting, we get:

[0143]

[0144] Analyzing the monotonicity of this formula allows us to determine v. A and v B When turning in the same direction, a n The minimum case should exist in v B Minimum and v A v B The moment when the difference is smallest.

[0145] exist Figure 15 In the middle, v A and vB Conversely, the following conditions must be met:

[0146]

[0147] It can be calculated that:

[0148]

[0149] Substituting the values:

[0150]

[0151] Analyzing the monotonicity of this formula allows us to determine v. A and v B When turning in the opposite direction, a n The minimum case should exist in v A v B Minimum and v A v B Equal moments.

[0152] The above analysis shows that all cases satisfy the conclusion that the farther the inertial measurement unit 14 is from the center of rotation, the greater the Coriolis force it senses, and the stronger the signal it receives. Considering both left and right turns, conclusion 1 is that the farther the inertial measurement unit 14 is from the first axis X, the stronger the signal it receives. For example, if P is located behind the first axis X, it represents the rear of the multi-functional vehicle 10; or if P is located in front of the first axis X, it represents the front of the multi-functional vehicle 10.

[0153] It is understandable that, in the pitch and roll movements of a multi-functional vehicle, the Coriolis force increases with distance from the center of rotation. Therefore, referring to... Figure 7 It can be seen that in the pitch motion of the multi-functional vehicle 10, it can be understood that the multi-functional vehicle 10 rotates around the first axis X. Therefore, the conclusion that the farther the inertial measurement unit 14 is from the first axis X, the stronger the Coriolis force it experiences is also satisfied. (Reference) Figure 8 It can be seen that in the case of the multi-functional vehicle 10 tilting, it can be understood that the multi-functional vehicle 10 rotates around the left or right drive wheel. Therefore, the farther the inertial measurement unit 14 is from the load-bearing drive wheel, the stronger the signal amplitude. Of course, in actual road conditions, the rotation amplitude of the multi-functional vehicle 10 during pitch and tilt is limited (and the pitch motion also satisfies Conclusion 1). Therefore, the influence of the setting position on the Coriolis force during tilt is much smaller than the influence of the setting position on the Coriolis force during turning. It can also be disregarded.

[0154] Of course, this is only a theoretical result that considers only the effect of the setting position of the inertial measurement unit 14 on the magnitude of the Coriolis force. It does not take into account the effect of the setting position on the signal amplitude of the detected deflection angle, as well as the limitation imposed by the physical installation of the multi-functional vehicle 10. Therefore, it is necessary to combine other specific analysis to obtain the final conclusion.

[0155] The following analysis examines the influence of the location of the inertial measurement unit 14 on the detection deflection angle.

[0156] First, we analyze the impact of setting the position on detecting the deflection angle during a turn.

[0157] The deflection angle of the inertial measurement unit 14 at different positions P relative to the initial coordinate system is: θ Figure 16 , Figure 17 and Figure 18 As shown. Figure 16 for Figure 17 A simplified schematic diagram shows a comparison of the magnitudes of θ between P and P' and between Z and Z' at the front of the vehicle within the same motion time of the inertial measurement unit 14.

[0158] Since the reference frame also rotates during the rotation process, the coordinates are transformed using a rotation matrix. To simplify the model, and because only two directions affect the result, a Cartesian coordinate system is chosen as the initial coordinate system for the proof. For example, based on... Figure 5 The YX coordinate system. That is, the coordinate transformation is:

[0159]

[0160] That is, P xA =P xB cosα-P yB sinα, P yA =P xB sinα+P yB cosa;

[0161] Among them, α is the rotation angle of the coordinate system (i.e., the whole vehicle) in the coordinate transformation.

[0162] For the first turning scenario, the rotation process around point B is analyzed. Let the position of the inertial measurement unit 14 be point P, with initial position coordinates P(x, y), and the position coordinates of point P' after rotation be P'(x', y'). In this embodiment, x corresponds to Dx, and y corresponds to Dy.

[0163] x′=xcosα-ysinα

[0164] y′=xsinα+ycosα

[0165]

[0166] Treating y as the independent variable, we take its derivative:

[0167]

[0168] Since x is negative for P in this coordinate system, f'(y) is less than 0, indicating that f(y) is monotonically decreasing. The inertial measurement unit 14 detects the deflection angle as... This means that the farther away from B, the greater the angle change within the same time period, the larger the amplitude of the detected signal (the larger the deflection angle), and the higher the signal accuracy.

[0169] Similarly, for the second type of turning scenario, analyzing the rotation around point O yields the following:

[0170] x′=ysinα

[0171] y′=ycosα

[0172]

[0173] It can be seen that this is a special case (the line connecting the positions of the inertial measurement unit 14 before and after the change is collinear with the rotation center). For the coordinate system of the inertial measurement unit 14, the angular velocity is the same at any non-O point. At this time, according to the Coriolis force, it can be proved that the farther away from the rotation center, the larger the signal amplitude (the larger the deflection angle) and the higher the accuracy.

[0174] We will conduct example analysis and calculations combining the two scenarios.

[0175] When the inertial measurement unit 14 is at the center of mass, let x = -0.415, y = 0.417, and α = 30.

[0176]

[0177] θ = arctan1.72 = 59.83°

[0178] Therefore, the detection deflection angle of the inertial measurement unit 14 can be obtained as follows:

[0179] When the inertial measurement unit 14 is at the foremost position, x = -0.415, y = 1.33, and α = 30.

[0180]

[0181] θ = arctan0.634 = 32.37°

[0182] The detected deflection angle is

[0183] From 30.17° < 57.63°, we can conclude that the farther the inertial measurement unit 14 is from the rotation center, the larger the deflection angle detected relative to the initial coordinate system.

[0184] Taking a right turn as an example, such as Figure 19 As shown, the influence of the placement position of the inertial measurement unit 14 and the lateral distance along the first axis X from the rotation center (which can be determined by the spacing of the inertial measurement unit 14 relative to the second axis Y) on the deflection angle of the detection is analyzed.

[0185] For the first type of turning scenario, when the center of rotation is point B, let the coordinates of point P be P(x). P ,y P ), the coordinates of P′ are P′(x) P ′,y P Let the coordinates of point E be E(x′). E ,y E ), the coordinates of E′ are E′(x) E ′,y E ′).

[0186] x′=xcosα-ysinα

[0187] y′=xsinα+ycosα

[0188]

[0189] Differentiate it.

[0190] It can be seen that f'(x) is less than 0, and f(x) is monotonically decreasing. As x decreases, that is, the greater the lateral distance between the inertial measurement unit 14 and the rotation center, the larger θ becomes, and the detected deflection angle increases. The smaller.

[0191] Therefore, the smaller the lateral distance between the inertial measurement unit 14 and the rotation center, the higher the signal detection amplitude and accuracy.

[0192] To verify the above conclusions, when installed on the second axis Y, with x = 0m, y = 1.33m, and α = 30°, we can obtain:

[0193]

[0194] θ1 = arctan0.27 = 15.1°

[0195] The deflection angle is:

[0196] Installed at the front wheel, x = 0.415m, y = 1.33m, α = 30°.

[0197]

[0198] θ² = arctan(-0.04) = -2.29°

[0199] The deflection angle is:

[0200] It can be seen that the deflection angle 92.29° > 74.9°, which verifies the following result: when turning, the closer to the side of the turning direction (i.e., the closer to the center of rotation), the larger the deflection angle detected by the inertial measurement unit 14 in the same amount of time, that is, the greater the angular velocity.

[0201] Similarly, for the second type of turning, according to Figure 20 For example, with the rotation center at point O, when the inertial measurement unit 14 is located on the second axis Y, the distance of the inertial measurement unit 14 P on the second axis Y relative to point O will not affect the detection deflection angle (it will remain the same as the rotation angle), but the detection deflection angle will change with the x value.

[0202] x′=xcosα+ysinα

[0203] y′=ycosα-xsinα

[0204]

[0205] Differentiate it.

[0206] It can be seen that f′(x)<0, and f(x) is monotonically decreasing. Monotonically increasing, it can be concluded that the closer to the edge on the turning side (in this case, the farther away from the center of rotation, i.e., the more to the right the position of the inertial measurement unit 14), the greater the detected deflection angle.

[0207] Verification was performed based on actual conditions. When the inertial measurement unit 14 was on the second axis Y, x = 0m, y = 1.33m, and α = 30°.

[0208]

[0209] θ1 = arctan(-0.268) = -15°

[0210] Deflection angle is

[0211] When the inertial measurement unit 14 is far from the second axis Y, x = 0.415m, y = 1.33m, Δ = 30°.

[0212]

[0213] θ1 = arctan(-0.63) = -32.2°

[0214] Deflection angle is In this case, x = 0.415m, which actually moves towards the right edge in line with the "right" turn, resulting in a deflection angle of 122.2° > 105°, thus gaining the benefit of an increased deflection angle. Conversely, if the inertial measurement unit 14 is placed in the "left" position, opposite to the "right" turn, for example, x = -0.415m, θ1 will increase due to the monotonically increasing arctan. The angle decreases. Therefore, when the distance between P and the second axis Y changes, it is necessary to consider the turning direction. The closer the inertial measurement unit 14 is to the edge of the turning side (i.e., away from the rotation center O), the larger the detected deflection angle.

[0215] Based on the above analysis of "the influence of the setting position on the detection deflection angle during turning", we can draw conclusion 2: When the multi-functional vehicle 10 turns, the closer the position of the inertial measurement unit 14 is to the edge of the turning side, the larger the deflection angle detected in the same amount of time, that is, the greater the angular velocity.

[0216] Secondly, we will analyze the "influence of the setting position on the deflection angle during pitch motion".

[0217] Please see Figure 21 This diagram illustrates a simplified hill-climbing process of the multi-functional vehicle 10 as described in the embodiments of this specification. During the hill-climbing process, the center of the drive wheels can be considered as the center of rotation. A planar coordinate system is constructed with the center of rotation as the origin, for example, with the direction of travel of the multi-functional vehicle 10 as the horizontal axis (X) and the height direction as the vertical axis (Y).

[0218] according to Figure 21 It can be obtained through geometric operations:

[0219] Δx p =x A +lx B ;

[0220] Δy p =y A -y N ;

[0221] Furthermore, based on the aforementioned transformation of the rotation matrix of the spatial coordinate system, we can obtain:

[0222] x A =P xB sinα+P yB cosα;

[0223] y A =P xB cosα-PyB sinα;

[0224] x B =P xB ;

[0225] y B =P yB ;

[0226] Substituting the values, we get:

[0227]

[0228] Where α is the slope angle, s is the rollover limit angle, and y is the vehicle travel distance l. A and y B As shown in the figure, θ is the deflection angle when going uphill. P xB and P yB As shown in the figure, this describes the change in the relative positional relationship between the center of rotation and point P.

[0229] Analyzing the above formula: Since the influence of the linear distance between the position of the inertial measurement unit 14 and the rotation center is discussed here, it is assumed that P yG It is a constant. For Differentiate, let:

[0230] A = P yB cosα-P yB

[0231] B = -P yB sinα+l

[0232] Right now

[0233] set up

[0234]

[0235] for lsinα+2P yB cosα-2P yB Let f(α) = lsinα + 2P yB cosα-2P yB The derivative f′(α) can be obtained as:

[0236] f′(α)=lcosα-2P yB sinα

[0237] Based on the actual situation, it can be inferred that f′(x) is greater than zero during the climbing process, f(0) = 0, f(α) is greater than zero within the range, and the y function is monotonically increasing.

[0238] Analyzing and verifying the actual situation, assuming the vehicle's slope is 3m and the angle of incline is 15 degrees during the climb, then:

[0239]

[0240] When P xB A value P xB1 When the value is 1.33m, according to the formula, θ1 = arctan0.116 = 6.62°.

[0241] When P xB Another value of P xB2 When θ = 0.417m, θ1 changes to θ2. θ2=arctan0.036=2.00°.

[0242] Since θ1>θ2, P xB1 >P xB2 Therefore, we can conclude that as the inertial measurement unit 14 moves further away from the center of rotation, the deflection angle (i.e., pitch angle) detected in the same amount of time is larger, which means the angular velocity is larger.

[0243] Next, we will analyze the impact of the setting position on the detection deflection angle under tilt conditions.

[0244] The lateral tilt of the multi-purpose vehicle 10 occurs in two ways: one is when it rotates about its center of mass (see...). Figure 22 ) and rotate around one side of the load-bearing wheel (see Figure 23 (The situation is as follows.)

[0245] exist Figure 22 In this scenario, the raised section of the road surface is considered a slope. Rotation around the center of mass means the left and right wheels of the multi-functional vehicle 10 are completely on the slope. In the ideal case where the slope surface is flat, the first axis X is parallel to the slope surface. Analyzing the rotation around the center of mass (i.e., the second axis Y): During the lateral ascent of the multi-functional vehicle 10 up the slope, the left side of the vehicle slowly rises, and the lawnmower's tilt angle gradually becomes the same as the slope. The initial state of the multi-functional vehicle 10 is traveling on flat ground. Since the forward speed has no effect on the lateral rolling state, the speed in this direction is ignored. Assuming the position of the inertial measurement unit 14 is at the same height as the center of mass, no coordinate transformation is required. During the lateral ascent of the multi-functional vehicle 10 up the slope, the left side of the vehicle rises, at which point there is an instantaneous tangential velocity and tangential angular velocity around the second axis Y. Since the angular velocity is determined by the pose of the multi-functional vehicle 10, it is not subject to human control.

[0246] exist Figure 23In this context, rotation around one side of the load-bearing drive wheel means the load-bearing drive wheel is not on the slope, while the other drive wheel is on the slope. Analyzing the rotation around the load-bearing drive wheel, taking rotation around the first load-bearing drive wheel 1201 on the left as an example, during the movement of the multi-functional vehicle 10 on the slope, it can be considered to rotate around the first drive wheel 1201. Figure 24 As shown, a Cartesian coordinate system is constructed using the left wheel to form the width-height plane of the vehicle. The initial position of the inertial measurement unit 14 is P(x,y), and the position after rotation is P'(x',y'). Figure 24 The figure shows the difference in the magnitude of θ obtained at different positions P in the horizontal direction.

[0247] Therefore, we can calculate:

[0248] x′=xcosα-ysinα

[0249] y′=xsinα+ycosα

[0250]

[0251] In this process, x is the independent variable, let... A value greater than zero and a monotonically increasing f(x) indicate that the closer the inertial measurement unit 14 is to the plane containing the center of rotation, the greater the change in the detected deflection angle within the same time interval, i.e., the greater the angular velocity, the larger the amplitude of the obtained signal, and the more accurate the result. Therefore, conclusion 4 can be drawn: When the multi-functional vehicle 10 tilts around its center of mass, the closer the inertial measurement unit 14 is to the outermost edge of the multi-functional vehicle 10, the greater the change in the detected deflection angle within the same time interval, i.e., the greater the angular velocity.

[0252] Verify the actual situation: Assume the slope angle is 15°. When installed in a lateral position far from the rotation center, set x = 0.832m, y = 0.139m, and α = 15°.

[0253]

[0254] θ1 = arctan3.27 = 73°

[0255] The detected deflection angle is:

[0256] When installed in a lateral position close to the center of rotation, let x = 0.415m, y = 0.139m, and α = 15°.

[0257]

[0258] θ² = arctan2.05 = 64°

[0259] The detected deflection angle is:

[0260] Based on the above calculations, 17° < 26°, leading to conclusion 5: When the multi-functional vehicle 10 tilts around the load-bearing wheel, the closer the inertial measurement unit 14 is to the outermost edge of the rotation center (here, the load-bearing wheel), the greater the change in the deflection angle detected within the same time period, i.e., the greater the angular velocity.

[0261] Based on conclusions 1 through 5 above, the following table 1 is presented:

[0262]

[0263]

[0264] Under the constraints of the above conclusions, and considering the actual installation limitations of the multi-functional vehicle 10 (such as the inertial measurement unit 14 not being able to be directly installed on the wheel, making it impossible to accurately detect the attitude of the multi-functional vehicle 10), a suitable location for the inertial measurement unit 14 is selected to obtain a relatively good signal amplitude in an unrestricted area on the multi-functional vehicle 10.

[0265] In the embodiments described in this specification, the placement position of at least one inertial measurement unit 14 can form a first distance Dy with the first axis X along the front-rear direction of the multi-functional vehicle 10. Based on Table 1 above and the installation area limitations of the multi-functional vehicle 10, the selection of Dy needs to meet certain conditions. T2 is the length of a multi-purpose vehicle of 10. That is, the distances between the front and rear of the first axle X. total The width of the area is the installation restriction area N1 of the multi-functional vehicle 10. This is because if the setting position P of the inertial measurement unit 14 is located on the first axis X, which is the center of rotation of the multi-functional vehicle 10 in a certain rotational motion, and the inertial measurement unit 14 is too close to the first axis X, it may cause the detected signal amplitude to be very small or even non-existent when the multi-functional vehicle 10 rotates around the first axis X (such as during pitching motion).

[0266] In some alternative embodiments, the first spacing Dy ≥ 100 mm.

[0267] In some alternative embodiments, the first spacing Dy may also be in one of the following ranges, depending on the possible different types of multi-purpose vehicles 10: [410mm, 800mm]; [800mm, 1000mm]; [1000mm, 1328mm].

[0268] In some alternative embodiments, at least one of the inertial measurement units 14 forms a second distance Dx with respect to the second axis Y in the left-right direction of the multi-functional vehicle 10; wherein, T1 is the width of the multi-functional vehicle 10 between its left and right symmetrical edges. That is, the distance between the left and right sides of the second axis Y. total The width of the area is the installation restriction area N2 of another multi-functional vehicle 10. This is because if the setting position P of the inertial measurement unit 14 is located on the second axis Y, which is the center of rotation of the multi-functional vehicle 10 in a certain rotational motion, and if the inertial measurement unit 14 is too close to the second axis Y, it may cause the detected signal amplitude to be very small or even non-existent when the multi-functional vehicle 10 rotates around the second axis Y (for example, when it tilts around the center of mass).

[0269] In some alternative embodiments, the first spacing Dy ≥ 100 mm.

[0270] In some alternative embodiments, based on the possible different types of multi-purpose vehicles 10, the second spacing Dx is in one of the following value ranges: [100mm, 300mm]; [300mm, 415mm]; [415mm, 500mm].

[0271] In some embodiments, such as Figure 5 As shown, the third axis Y1 and the fourth axis Y2 on the left and right sides of the multi-functional vehicle 10 can also be defined, symmetrically passing through one and the other of a pair of drive wheels along the front-rear direction of the frame 11. Optionally, the third axis Y1 and the fourth axis Y2 can pass through the axle of their respective drive wheels and be parallel to the second axis Y, that is, the third axis Y1 and the fourth axis Y2 can be defined as the center line extending from the drive wheel in the front-rear direction. Of course, the third axis Y1 and the fourth axis Y2 can also be axes that pass through the point on the drive wheel axle line that serves as the center of rotation of the multi-functional vehicle 10 in rotational motion and extend front-rear. For example, when the vehicle turns right in the first turning situation, the right wheel is stationary, and the outermost end of the right wheel axle line may be the center of rotation. Of course, optionally, if half the width of the wheel can be ignored relative to the overall vehicle size (such as width, length, etc.), the unique center point of the drive wheel can be approximated as the center of rotation.

[0272] Similar to the principle of maintaining the distance between the inertial measurement unit 14 and the second axis,

[0273] In some embodiments, if there are multiple inertial measurement units 14, in order to avoid duplication of detection data or mutual interference (such as electromagnetic interference), the minimum distance between them can meet a threshold, for example, ≥3mm.

[0274] Furthermore, the number of inertial measurement units 14 can be single or multiple. It is understood that when the multi-purpose vehicle 10 is equipped with only a single inertial measurement unit 14, since it is necessary to consider the possibility of tilting on multiple sides such as the left, right, front, and rear of the multi-purpose vehicle 10, the position is usually not too far to the left or right and is chosen to be centered. Also, if the multi-purpose vehicle 10 has a pair of rear wheels as drive wheels, the segment after the first axis X of the rear wheels is much shorter than the segment before it. Therefore, the single inertial measurement unit 14 is preferably located in the area in front of the first axis X, and satisfies... To avoid the two installation restriction areas N1 and N2, and to avoid the area defined by the third axis Y1 and the fourth axis Y2. The identified installation restriction areas are N3 and N4. For example, in... Figure 25 In this configuration, a single inertial measurement unit 14 can be positioned in the central region H in front of the first axis X, which is shown in shaded area.

[0275] Alternatively, the location of a single inertial measurement unit 14 may also fall outside H, at least avoiding N1, N2, N3, and N4. For example, it may be located at positions P1 and P2 on the vertical pivots of the left and right front wheels (which do not swing or roll with the front wheels but move with the entire vehicle), i.e., the left and right front ends of the frame; positions P3 and P4 on the left and right control lever brackets in the example; position P5 on the rear housing cover of the vehicle, such as the cover of the power system 13; or on the load-bearing components (e.g., position P6 on the seat back, and positions P7 and P8 on the left and right armrests).

[0276] Understandably, the placement of a single inertial measurement unit 14 may be limited by numerous constraints, making it impossible to fully implement the arrangement methods outlined in Table 1. Therefore, by setting up at least two inertial measurement units 14, it is possible to better avoid installation restrictions while still achieving better signal amplitude gains.

[0277] like Figure 26A The diagram shows the installation positions of two inertial measurement units 14 in a multi-functional vehicle 10 according to one embodiment of this specification.

[0278] For example, the number of the inertial measurement units 14 is at least one pair, distributed at diagonal positions of the multi-functional vehicle 10 in the travel plane, for example... Figure 26AThe diagonal regions I1 and I2, and the diagonal regions J1 and J2 are shown in Table 1. The principle is explained as follows: The optimal positions for obtaining good signal amplitude gains from the inertial measurement unit 14 are typically at the front, rear, left, and right edges of the multi-functional vehicle 10. Therefore, placing the inertial measurement unit 14 at diagonal positions on the multi-functional vehicle 10 ensures that at least one of them achieves good signal amplitude gains under different rotational states of the multi-functional vehicle 10, thus covering the signal accuracy requirements of the inertial measurement unit 14 under various conditions.

[0279] An example is provided to demonstrate the improvement in signal accuracy of multiple inertial measurement units compared to a single inertial measurement unit.

[0280] Taking "the influence of setting the position on the detection deflection angle during turning" as an example, referring to the corresponding previous implementation examples, we can see that:

[0281] For the first type of turning (rotating around point B), we can obtain:

[0282] x′=xcosα-ysinα

[0283] y′=xsinα+ycosα

[0284]

[0285] For the second type of turning (rotating around point O):

[0286] x′=ysinα

[0287] y′=ycosα

[0288]

[0289] Regarding the influence of lateral distance on the detection results, when rotating around point B, let the coordinates of point P be P(x). P ,y P ), the coordinates of P′ are P′(x) P ′,y P Let the coordinates of point E be E(x′). E ,y E ), the coordinates of E′ are E′(x) E ′,y E ′).

[0290] x′=xcosα-ysinα

[0291] y′=xsinα+ycosα

[0292]

[0293] Based on the above, the actual situation was verified.

[0294] With only a single inertial measurement unit (IMU) installed, taking a vehicle turning 30 degrees to the right around point B as an example, the IMU at the very front of the lawnmower detects a deflection angle of 57.63 degrees.

[0295] The calculation and analysis were performed using two inertial measurement units (IMUs), one installed on the left front side (e.g., the left front wheel) and the other on the right rear side of the vehicle. The deflection angle detected by the IMU installed on the right front side of the vehicle was calculated as follows:

[0296] x = 0m

[0297] y = 1.33m

[0298] α = 30°

[0299]

[0300] θ = arctan0.27 = 15.11°

[0301] The detected deflection angle is

[0302] The deflection angle detected by the inertial measurement unit 14 installed on the left rear side is calculated as follows:

[0303] x = -0.83m

[0304] y = -0.59m

[0305] α = 30°

[0306]

[0307] θ = arctan0.82 = 39.35°

[0308] The detected deflection angle is

[0309] Clearly, in this situation, the right front wheel has higher accuracy. In practical applications, depending on the required precision, for example, the right front inertial measurement unit can be weighted at 0.8, and the left rear inertial measurement unit at 0.2. The resulting weighted deflection angle is 70.042°. Analyzing the results verifies that using two inertial measurement units can make the detection results more accurate. Furthermore, as an example, the results detected by the two inertial measurement units can be verified. When the two detection results differ significantly, faults can be detected promptly, improving driving safety.

[0310] Alternatively, the locations of the multiple inertial measurement units 14 may fall outside of I1, I2, J1, and J2, at least avoiding N1, N2, N3, and N4. For example, they may be located at positions P1 and P2 on the vertical pivots of the left and right front wheels (which do not swing or roll with the front wheels but move with the entire vehicle), i.e., the left and right front ends of the frame; positions P3 and P4 on the left and right control lever brackets in the example; position P5 on the rear housing cover of the vehicle (e.g., the cover of the power system 13); or on the load-bearing components (e.g., position P6 on the seat back, and positions P7 and P8 on the left and right armrests).

[0311] In some embodiments, when there are multiple inertial measurement units 14, such as two inertial measurement units 14 placed diagonally, the inertial measurement units 14 can be placed in the headlights 18 of the multi-functional vehicle 10 (e.g., Figure 26B (as shown in position P9) and taillight 19 (as shown in position P9) Figure 26B In position P10 (as shown), the inertial measurement unit 14 is installed using the existing space of the front light 18 and taillight 19, thus eliminating the need for additional installation space. Optionally, the two inertial measurement units 14 that need to be diagonally positioned can be located diagonally opposite the center of the taillight in the front light, for example, P9 is to the left front of the front light off-center and P10 is to the right rear of the taillight off-center, or right front and left rear. Optionally, the inertial measurement unit 14 can be integrated on the PCB of the front light and taillight, thereby further utilizing the existing PCB and eliminating the need for a separate circuit board. As an example, when the front light 18 and / or taillight 19 are exemplified as a continuous strip light, P9 and P10 can be selected as the two ends of the light.

[0312] In addition, Figure 26B The text also indicates that the inertial measurement unit 14 can be installed at positions P1 to P8 on the vehicle.

[0313] In some alternative embodiments, as mentioned earlier, when multiple inertial measurement units 14 are present, the signal accuracy may vary under different rotational motion states (turning, pitching, rolling, etc.) of the multi-functional vehicle 10. Therefore, the attitude data of each unit can be complementary based on the rotational motion state of the multi-functional vehicle 10 to obtain more accurate corrected attitude data. Specifically, the rotational motion state of the multi-functional vehicle 10 and the positions of the multiple inertial measurement units 14 can be used as features, and the attitude data can be fused according to the "weighting determination rule" formed based on the above conclusions to obtain more accurate corrected attitude data. As an example, the corrected attitude data can be obtained by weighted calculation of the attitude data of the multiple inertial measurement units 14. The weighted calculation can be implemented as a weighted sum, and the weight of each inertial measurement unit 14 is related to the distance between the inertial measurement units 14 and the first axis X or the second axis Y in the current rotational motion of the multi-functional vehicle 10.

[0314] Specifically, the rules for determining the weights of each inertial measurement unit 14 can be generated based on the conclusions in Table 1. For example, when the multi-functional vehicle 10 is turning, the inertial measurement unit 14 that is farther from the first axis X and / or farther from the second axis Y toward the turning side has a greater weight. When the multi-functional vehicle 10 is pitching, the inertial measurement unit 14 that is farther from the first axis X has a greater weight. When the multi-functional vehicle 10 is tilting around the second axis Y, the inertial measurement unit 14 that is farther from the second axis Y has a greater weight; or, when the multi-functional vehicle 10 is tilting around the load-bearing wheel, the inertial measurement unit 14 that is farther from the second axis Y toward the load-bearing wheel has a greater weight. In some optional embodiments, the weight determination rule can be preset with fixed weight values ​​that correspond to the above-mentioned weight magnitude tendency for actual calculation. For example, "when the multi-functional vehicle 10 performs pitch motion, the inertial measurement unit 14 that is farther away from the first axis X has a greater weight" corresponds to the case of two inertial measurement units 14, and two fixed weight values ​​of 0.2 and 0.8 can be set. For the case of three inertial measurement units 14, three fixed weight values ​​of 0.1, 0.3, 0.6, etc. can be set, and so on.

[0315] In some alternative embodiments, by setting up multiple complementary inertial measurement units 14, timely correction can be made when an error occurs in the signal of one of the inertial measurement units 14. For example, if the error between the attitude data detected by multiple inertial measurement units 14 exceeds a preset range, it indicates that the attitude data of at least one inertial measurement unit 14 is erroneous. Therefore, the attitude data can be re-acquired.

[0316] Therefore, as Figure 27The diagram shown illustrates a flowchart of an attitude data processing method according to one embodiment of this specification. In some alternative embodiments, [the method is combined with...]. Figure 4B and Figure 4C As shown, the attitude data processing method can be executed by the whole machine controller 15; or by the signal processing unit 16 between the whole machine controller 15 and each inertial measurement unit 14; or, some steps can be executed by the signal processing unit 16 and other steps can be executed by the whole machine controller 15.

[0317] Figure 27 The process includes:

[0318] Step S271: Acquire the attitude data detected by each inertial measurement unit 14.

[0319] Step S272: Determine whether the error between each attitude data is within the preset range. If not, return to step S271 and reacquire the attitude data detected by each inertial measurement unit 14; if yes, proceed to step S273.

[0320] Step S273: Perform weighted calculations on each attitude data to obtain the corrected attitude data.

[0321] In this step, the rotational motion of the multi-functional vehicle 10 can be identified based on the attitude data of each inertial measurement unit 14. The weight of each inertial measurement unit 14 is then determined according to the "determination rules," and a weighted sum is calculated to obtain the corrected attitude data. The corrected attitude data is more accurate than the original attitude data.

[0322] based on Figure 2 In this embodiment, the overall controller 15 is coupled to the inertial measurement unit 14. Since the overall controller 15 can connect to and control the movement of the walking drive assembly 120, in some embodiments, the overall controller 15 can be used to control the movement of the walking drive assembly 120 to adjust the attitude of the multi-functional vehicle 10 based on the attitude data (which may be the original attitude data detected by each inertial measurement unit 14, or the attitude data corrected by weighted calculation). After the inertial measurement unit 14 is set to a suitable position, the accuracy of the output attitude data is optimized compared to before the setting, improving the accuracy of the detected data. This allows the overall controller 15 to adjust the attitude of the multi-functional vehicle 10 more accurately, thereby solving the problem of inaccurate monitoring of the attitude of the multi-functional vehicle 10 in related technologies.

[0323] For example, in some optional embodiments, the overall controller 15 can be used to control the walking drive assembly 120 based on the attitude data collected by the inertial measurement unit 14 when the multi-functional vehicle 10 is traveling in a straight line along the target direction, so that the multi-functional vehicle 10 maintains the target direction. This makes straight-line calibration of the multi-functional vehicle 10 more accurate and easier during driving.

[0324] In some optional embodiments, the overall controller 15 is used to determine, based on the attitude data collected by the inertial measurement unit 14, whether the tilt angle of the multi-functional vehicle 10 in at least one spatial dimension has reached the rollover limit angle (e.g., 15°). If so, the controller restricts the walking drive assembly 120 from performing a movement that increases the tilt angle, or controls the walking drive assembly 120 to perform a movement that decreases the tilt angle, i.e., a movement that descends from the slope.

[0325] As a specific example, such as Figure 28 As shown, corresponding to a scenario where the multi-functional vehicle 10 is in a tilting motion, force sensors 17 can be respectively installed on the first drive wheel 1201 and the second drive wheel 1202 on both sides to sense the pressure of the driving wheels. Optionally, the force sensors 17 can be located inside the driving wheels or at other locations where the pressure of the driving wheels can be sensed. The overall controller 15 is also communicatively connected to the force sensors 17 of each driving wheel.

[0326] When the overall controller 15 determines, based on at least one inertial measurement unit 14, that the multi-functional vehicle 10 is in a tilted state and has reached the rollover limit angle, it can determine the load-bearing wheels on both sides of the driving wheels based on the force sensor 17, and then... Figure 2 The control architecture is used to control the reverse rotation of the load-bearing wheels downhill, thereby reducing the tilt angle and preventing rollover.

[0327] This specification also provides a gardening work vehicle in its embodiments, which is a specific implementation of the multi-functional vehicle described in the previous embodiments. Therefore, the principle of the gardening work vehicle can be referred to the previous implementation of the multi-functional vehicle, and will not be elaborated here.

[0328] The gardening vehicle includes: a frame, a working system mounted on the frame, and a power supply system that provides power to the working system. The working system includes: a walking drive assembly, at least one inertial measurement unit, a gardening operation drive assembly, and a whole-machine controller, etc.

[0329] The walking drive assembly is fixedly connected to the vehicle frame and is used to drive the gardening operation vehicle to move; the walking drive assembly includes: a plurality of walking wheels; the plurality of walking wheels include a pair of drive wheels; the axis connecting the axis of the pair of drive wheels forms a first axis X.

[0330] The at least one inertial measurement unit is disposed on the gardening vehicle and is used to detect attitude data; the location of the inertial measurement unit forms a first distance Dy along the front-rear direction of the vehicle with respect to the first axis X; wherein, T2 is the vehicle length.

[0331] The gardening operation drive assembly, mounted on the vehicle frame, is configured to output power to perform gardening operations. In some embodiments, the gardening operation drive assembly may include output components for gardening operations, including tools for at least one of trimming, spraying, digging, etc.

[0332] In some embodiments, the power system includes a power battery unit.

[0333] In some embodiments, the gardening vehicle includes a carrying component for carrying a user. The carrying component may include a seat, a standing area, etc.

[0334] In some embodiments, the gardening vehicle includes a control assembly for operating the vehicle, communicatively connected to the overall controller for user control of the motion of the drive assembly. The control assembly may include a steering wheel or joystick, etc.

[0335] In some embodiments, the first spacing Dy is in one of the following ranges: [410mm, 800mm]; [800mm, 1000mm]; [1000mm, 1328mm].

[0336] In some embodiments, the centerline of the frame in the longitudinal direction is defined as a second axis Y, and at least one inertial measurement unit forms a second distance Dx in the left-right direction of the vehicle with respect to the second axis Y; wherein, T1 is the vehicle width between the left and right symmetrical edges of the garden operation vehicle.

[0337] In some embodiments, the second spacing Dx is in one of the following ranges: [100mm, 300mm]; [300mm, 415mm]; [415mm, 500mm].

[0338] In some embodiments, a third axis Y1 and a fourth axis Y2 are defined, symmetrically positioned along the front-rear direction of the vehicle frame, passing through one and the other of a pair of drive wheels; the inertial measurement unit, and... The third axis Y1 and the fourth axis Y2 are defined as the centerline extending along the front-rear direction of the drive wheel, or the axis that passes through the point on the drive wheel axle that serves as the center of rotation of the multi-functional vehicle in rotational motion and extends front-rear.

[0339] In some embodiments, there are multiple inertial measurement units, and the distance between two adjacent inertial measurement units is ≥3mm.

[0340] In some embodiments, the number of inertial measurement units is at least one pair, distributed at the front and rear ends of the gardening vehicle.

[0341] In some embodiments, the number of inertial measurement units is at least one pair, distributed at diagonal positions on the walking plane of the gardening vehicle.

[0342] In some embodiments, at least one inertial measurement unit is configured in at least one of the following locations: taillights; headlights; vertical pivot of driven wheels; left and right control lever brackets; rear cover; rear cover of the vehicle; and load-bearing components.

[0343] In some embodiments, the overall controller is coupled to the at least one inertial measurement unit and connected to the walking drive assembly, for controlling the movement of the walking drive assembly according to the attitude data to adjust the vehicle attitude.

[0344] In some embodiments, the overall controller is used to control the walking drive assembly based on attitude data collected by the inertial measurement unit so that the gardening vehicle maintains the target direction when it is traveling in a straight line along the target direction.

[0345] In some embodiments, the overall controller is used to control the walking drive assembly based on attitude data collected by the inertial measurement unit so that the gardening vehicle maintains the target direction when it is traveling in a straight line along the target direction.

[0346] In some embodiments, the overall controller is configured to determine, based on attitude data collected by the inertial measurement unit, whether the tilt angle of the gardening vehicle in at least one spatial dimension has reached the rollover limit angle; if so, it restricts the walking drive assembly from performing movements that increase the tilt angle, or controls the walking drive assembly to perform movements that decrease the tilt angle. In a further embodiment, the overall controller is also communicatively connected to force sensors disposed on the two walking wheels, and in response to the vehicle's tilt angle reaching the rollover limit angle, it determines the load-bearing wheels on both walking wheels based on the force sensors, and controls the load-bearing wheels to reverse to reduce the tilt angle.

[0347] In some embodiments, there are multiple inertial measurement units; one signal processing unit or one of the inertial measurement units is used to obtain corrected attitude data based on the weighted calculation of attitude data detected by the multiple inertial measurement units; wherein, the weight of each inertial measurement unit is related to the distance between the inertial measurement units and the first axis X or the second axis Y in the current vehicle rotation motion; the centerline of the frame in the front-rear direction is defined as the second axis Y.

[0348] In a further embodiment, the rules for determining the weights include:

[0349] When the gardening vehicle makes a turning motion, the inertial measurement units that are farther away from the first axis X and / or farther away from the second axis Y toward the turning side have a greater weight; when the gardening vehicle makes a pitching motion, the inertial measurement units that are farther away from the first axis X have a greater weight; when the gardening vehicle makes a tilting motion around the second axis Y, the inertial measurement units that are farther away from the second axis Y have a greater weight; or, when the gardening vehicle makes a tilting motion around the load-bearing wheel, the inertial measurement units that are farther away from the second axis Y toward the load-bearing wheel have a greater weight.

[0350] In some embodiments, the circuitry of the inertial measurement unit is disposed on at least one existing onboard circuit board in the gardening vehicle; or, the inertial measurement unit is independently packaged and disposed, and connected to the signal processing unit via a wiring harness or wireless communication.

[0351] In another embodiment of this specification, a ride-on lawnmower can be provided, which is a specific implementation of the multi-functional vehicle described in the previous embodiments. Therefore, the principle of the gardening vehicle can be referred to the previous implementation of the multi-functional vehicle, and will not be elaborated here.

[0352] The ride-on lawnmower includes: a frame, a working system mounted on the frame, and a power supply system that provides power to the working system. The working system includes: a walking drive assembly, a load-bearing assembly, a mowing drive assembly, at least one inertial measurement unit, and a machine controller.

[0353] The walking drive assembly is fixedly connected to the frame and is used to drive the ride-on lawnmower to move; the walking drive assembly includes: a plurality of walking wheels; the plurality of walking wheels include a pair of drive wheels; the axis connecting the axis of the pair of drive wheels forms a first axis X.

[0354] The load-bearing component, mounted on the vehicle frame, is used to support the user. The load-bearing component may include a seat, a standing section, etc.

[0355] The mowing drive assembly, mounted on the vehicle frame, is configured to output power to perform mowing operations. The mowing drive assembly may include mowing elements, a mowing motor, a mowing controller, etc.

[0356] At least one inertial measurement unit is disposed on the ride-on lawnmower for detecting attitude data; the location of the inertial measurement unit forms a first distance Dy along the vehicle's longitudinal direction with respect to the first axis X; wherein, T2 is the vehicle length.

[0357] In some embodiments, the power system includes a power battery unit; the power battery unit includes at least one removable battery pack.

[0358] In some embodiments, the ride-on lawnmower includes a control assembly for operating the ride-on lawnmower, communicatively connected to the overall controller for user control of the movement of the walking drive assembly. The control assembly may include a steering wheel or joystick, etc.

[0359] In some embodiments, the first spacing Dy is in one of the following ranges: [410mm, 800mm]; [800mm, 1000mm]; [1000mm, 1328mm].

[0360] In some embodiments, the centerline of the frame in the longitudinal direction is defined as a second axis Y, and at least one inertial measurement unit forms a second distance Dx in the left-right direction of the vehicle with respect to the second axis Y; wherein, T1 is the vehicle width between the left and right symmetrical edges of the ride-on lawnmower.

[0361] In some embodiments, the second spacing Dx is in one of the following ranges: [100mm, 300mm]; [300mm, 415mm]; [415mm, 500mm].

[0362] In some embodiments, a third axis Y1 and a fourth axis Y2 are defined, symmetrically positioned along the front-rear direction of the vehicle frame, passing through one and the other of a pair of drive wheels; the inertial measurement unit, and... The third axis Y1 and the fourth axis Y2 are defined as the centerline extending along the front-rear direction of the drive wheel, or the axis that passes through the point on the drive wheel axle that serves as the center of rotation of the multi-functional vehicle in rotational motion and extends front-rear.

[0363] In some embodiments, there are multiple inertial measurement units, and the distance between two adjacent inertial measurement units is ≥3mm.

[0364] In some embodiments, the number of inertial measurement units is at least one pair, distributed at the front and rear ends of the ride-on lawnmower.

[0365] In some embodiments, the number of inertial measurement units is at least one pair, distributed at diagonal positions in the walking plane of the riding lawnmower.

[0366] In some embodiments, at least one inertial measurement unit is configured in at least one of the following locations: taillights; headlights; vertical pivot of driven wheels; left and right control lever brackets; rear cover; rear cover of the vehicle; and load-bearing components.

[0367] In some embodiments, the overall controller is coupled to the at least one inertial measurement unit and connected to the walking drive assembly, for controlling the movement of the walking drive assembly according to the attitude data to adjust the vehicle attitude.

[0368] In some embodiments, the overall controller is used to control the walking drive assembly based on attitude data collected by the inertial measurement unit so that the riding lawnmower maintains the target direction when the riding lawnmower is traveling in a straight line along the target direction.

[0369] In some embodiments, the overall controller is used to control the walking drive assembly based on attitude data collected by the inertial measurement unit so that the riding lawnmower maintains the target direction when the riding lawnmower is traveling in a straight line along the target direction.

[0370] In some embodiments, the overall controller is configured to determine, based on attitude data collected by the inertial measurement unit, whether the tilt angle of the riding lawnmower in at least one spatial dimension has reached the tipping limit angle; if so, it restricts the walking drive assembly from performing movements that increase the tilt angle, or controls the walking drive assembly to perform movements that decrease the tilt angle. In a further embodiment, the overall controller is also communicatively connected to force sensors disposed on the two walking wheels, and in response to the vehicle's tilt angle reaching the tipping limit angle, it determines the load-bearing wheel among the two walking wheels based on the force sensors, and controls the load-bearing wheel to reverse to reduce the tilt angle.

[0371] In some embodiments, there are multiple inertial measurement units; one signal processing unit or one of the inertial measurement units is used to obtain corrected attitude data based on the weighted calculation of attitude data detected by the multiple inertial measurement units; wherein, the weight of each inertial measurement unit is related to the distance between the inertial measurement units and the first axis X or the second axis Y in the current vehicle rotation motion; the centerline of the frame in the front-rear direction is defined as the second axis Y.

[0372] In a further embodiment, the rules for determining the weights include:

[0373] When the riding lawnmower makes a turning motion, the inertial measurement units farther from the first axis X and / or farther from the second axis Y toward the turning side have a greater weight; when the riding lawnmower makes a pitching motion, the inertial measurement units farther from the first axis X have a greater weight; when the riding lawnmower makes a tilting motion around the second axis Y, the inertial measurement units farther from the second axis Y have a greater weight; or, when the riding lawnmower makes a tilting motion around the load-bearing wheel, the inertial measurement units farther from the second axis Y toward the load-bearing wheel have a greater weight.

[0374] In some embodiments, the circuitry of the inertial measurement unit is located on at least one existing onboard circuit board in the ride-on lawnmower; or, the inertial measurement unit is independently packaged and configured, and connected to the signal processing unit via a wiring harness or wireless communication.

[0375] It should be noted that the logical methods involved in one or more embodiments of this specification can be executed by a single device, such as a computer or server. The methods of this embodiment can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the methods in one or more embodiments of this specification, and these multiple devices will interact with each other to complete the method described. For example, Figure 27 The steps in the method may be completed entirely in the whole machine controller or signal processing unit, or they may be partially completed in the signal processing unit and the rest in the whole machine controller.

[0376] It should be noted that the above description describes specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims may be performed in a different order than that shown in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0377] Figure 29 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 291, a memory 292, a communication interface 294, and a bus 295. The processor 291, memory 292, input / output interface 293, and communication interface 294 are interconnected internally via the bus 295.

[0378] The processor 291 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the functions / methods of at least one controller (such as a whole machine controller, a walking controller, a power output controller, a signal processing unit, etc.) provided in the embodiments of this specification.

[0379] The memory 292 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 292 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 292 and is called and executed by the processor 291.

[0380] Optionally, an input / output interface 293 may also be included for connecting input / output modules to enable information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include at least one of a keyboard, mouse, touchscreen, microphone, and various sensors, while output devices may include a display, speaker, vibrator, indicator lights, etc.

[0381] Communication interface 294 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (e.g., USB, Ethernet cable, etc.) or wireless means (e.g., mobile network, WIFI, Bluetooth, etc.).

[0382] Bus 295 includes a pathway for transmitting information between various components of the device (e.g., processor 291, memory 292, input / output interface 293, and communication interface 294).

[0383] It should be noted that although the above-described device only shows the processor 291, memory 292, input / output interface 293, communication interface 294, and bus 295, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0384] The electronic devices described above are used to implement the corresponding methods in the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0385] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to perform the functions / method steps performed by at least one controller (such as a whole machine controller, a walking controller, a power output controller, a signal processing unit, etc.) as described in any of the above embodiments.

[0386] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0387] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to perform the functions / method steps performed by at least one controller (such as a whole machine controller, a walking controller, a power output controller, a signal processing unit, etc.) in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0388] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), flash memory, hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0389] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a controller, a personal computer, a laptop computer, a cellular phone, a camera phone, a smartphone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or any combination of these devices / components.

[0390] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0391] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0392] This application can be described in the general context of computer-executable instructions, such as program modules, that are executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform a specific task or implement a specific abstract data type. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0393] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0394] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of one or more embodiments of this specification as described above, which are not provided in detail for the sake of brevity.

[0395] Furthermore, the apparatus may be illustrated in block diagram form to avoid obscuring one or more embodiments of this specification, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which one or more embodiments of this specification will be implemented (i.e., such details should be fully understood by those skilled in the art). While specific details (e.g., structure, circuitry) have been set forth to describe exemplary embodiments of this disclosure, it will be apparent to those skilled in the art that one or more embodiments of this specification may be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0396] Although this disclosure has been described in conjunction with specific embodiments thereof, many substitutions, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description.

[0397] 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 should be included within the scope of protection of this disclosure.

Claims

1. A multi-function vehicle characterized by, The multi-functional vehicle includes: The chassis and the working system mounted on the chassis; A power supply system for providing power to the operating system; The working system includes: A walking drive assembly is fixedly connected to the vehicle frame and is used to drive the multi-functional vehicle to move; the walking drive assembly includes: a plurality of walking wheels; the plurality of walking wheels includes a pair of drive wheels; the axis connecting the center of the pair of drive wheels forms a first axis X; At least one inertial measurement unit is disposed in the multi-functional vehicle for detecting attitude data; the location of the inertial measurement unit forms a first distance Dy along the longitudinal direction of the vehicle with respect to the first axis X; wherein, T2 is the vehicle length.

2. The multi-functional vehicle according to claim 1, characterized in that, The first spacing Dy is within the following range: [410mm, 800mm]; [800mm, 1000mm]; [1000mm, 1328mm].

3. The multi-functional vehicle according to claim 1, characterized in that, The centerline of the vehicle frame in the longitudinal direction is defined as a second axis Y, and at least one of the inertial measurement units forms a second distance Dx in the left-right direction between itself and the second axis Y; wherein... T1 is the vehicle width between the left and right symmetrical edges of a multi-purpose vehicle.

4. The multi-functional vehicle according to claim 3, characterized in that, The second spacing Dx is within one of the following ranges: [100mm, 300mm]; [300mm, 415mm]; [415mm, 500mm].

5. The multi-functional vehicle according to claim 1, characterized in that, Define a third axis Y1 and a fourth axis Y2, symmetrically positioned along the front-rear direction of the vehicle frame, passing through one and the other of a pair of drive wheels; the inertial measurement unit has a third distance Dx2 between it and the third axis Y1, and a fourth distance Dx2 between it and the fourth axis Y2.

6. The multi-functional vehicle according to claim 5, characterized in that, The third axis Y1 and the fourth axis Y2 are defined as the centerline extending along the front-rear direction of the drive wheel, or the axis that passes through the point on the drive wheel axle that serves as the center of rotation of the multi-functional vehicle in rotational motion and extends front-rear.

7. The multi-functional vehicle according to claim 1, characterized in that, The number of inertial measurement units is multiple, and the distance between two adjacent inertial measurement units is ≥3mm.

8. The multi-functional vehicle according to claim 1, characterized in that, The number of inertial measurement units is at least one pair, which are distributed at the front and rear ends of the multi-functional vehicle.

9. The multi-functional vehicle according to claim 1, characterized in that, The number of inertial measurement units is at least one pair, which are distributed at diagonal positions on the multi-functional vehicle's travel plane.

10. The multi-functional vehicle according to claim 1, characterized in that, At least one inertial measurement unit is configured in at least one of the following locations: taillights; headlights; vertical pivot of driven wheels; left and right control lever brackets; rear cover; rear cover of the vehicle; load-bearing components.

11. The multi-functional vehicle according to claim 1, characterized in that, include: The overall controller is coupled to the at least one inertial measurement unit and connected to the walking drive assembly, and is used to control the movement of the walking drive assembly according to the attitude data to adjust the vehicle attitude.

12. The multi-functional vehicle according to claim 11, characterized in that, The overall controller is used to control the walking drive assembly based on the attitude data collected by the inertial measurement unit when the multi-functional vehicle is traveling in a straight line along the target direction, so that the multi-functional vehicle maintains the target direction.

13. The multi-functional vehicle according to claim 11, characterized in that, The overall controller is used to determine whether the tilt angle of the multi-functional vehicle in at least one spatial dimension has reached the rollover limit angle based on the attitude data collected by the inertial measurement unit; if so, it restricts the walking drive component from performing a movement that increases the tilt angle, or controls the walking drive component to perform a movement that decreases the tilt angle.

14. The multi-functional vehicle according to claim 13, characterized in that, The overall controller is also communicatively connected to force sensors installed on both sides of the walking wheels. In response to the vehicle's tilt angle reaching the rollover limit angle, the controller determines the load-bearing wheels on both sides of the walking wheels based on the force sensors and controls the load-bearing wheels to reverse in order to reduce the tilt angle.

15. The multi-functional vehicle according to claim 1, characterized in that, The inertial measurement units are multiple, and one of the inertial measurement units is configured to perform weighted calculations based on the corresponding attitude data of the multiple inertial measurement units to obtain corrected attitude data; wherein, the weight of each inertial measurement unit is related to the distance between the inertial measurement unit and the first axis X or the second axis Y in the current vehicle rotation motion; the centerline of the frame along the front-rear direction is defined as the second axis Y.

16. The multi-functional vehicle according to claim 1, characterized in that, It also includes a signal processing unit, and there are multiple inertial measurement units; The signal processing unit is communicatively connected to multiple inertial vehicle units and is configured to perform weighted calculations based on the corresponding attitude data of the multiple inertial measurement units to obtain corrected attitude data; wherein, the weight of each inertial measurement unit is related to the distance between the inertial measurement unit and the first axis X or the second axis Y during the current vehicle rotation motion; the centerline of the frame along the front-rear direction is defined as the second axis Y.

17. The multi-functional vehicle according to claim 15, characterized in that, When the multi-functional vehicle is turning, the weight of the inertial measurement unit is greater the farther it is from the first axis X and / or the farther it is from the second axis Y on the turning side. When the multi-functional vehicle performs pitch motion, the inertial measurement unit that is farther away from the first axis X has a greater weight. When the multi-functional vehicle tilts around the second axis Y, the inertial measurement unit farther away from the second axis Y has a greater weight; or, when the multi-functional vehicle tilts around the load-bearing wheel, the inertial measurement unit farther away from the second axis Y towards the load-bearing wheel has a greater weight.

18. The multi-functional vehicle according to claim 1, characterized in that, The working system also includes at least one of the following: a power output component, disposed on the frame and configured to output power to perform a preset function operation; and a load-bearing component, disposed on the frame and used to carry the user.

19. The multi-functional vehicle according to claim 1, characterized in that, The circuitry of the inertial measurement unit is located on at least one existing onboard circuit board in the multi-functional vehicle; alternatively, the inertial measurement unit is independently packaged and configured, and connected to the signal processing unit via a wiring harness or wireless communication.

20. A gardening vehicle, characterized in that, include: The chassis and the working system mounted on the chassis; A power supply system is configured to provide power to the operating system; The power system includes a power battery unit; The working system includes: A walking drive assembly is fixedly connected to the vehicle frame and is used to drive the gardening operation vehicle to move; the walking drive assembly includes: a plurality of walking wheels; the plurality of walking wheels includes a pair of drive wheels; the axis connecting the center of the pair of drive wheels forms a first axis X; At least one inertial measurement unit is installed on the gardening vehicle to detect attitude data; the inertial measurement unit is positioned such that a first distance Dy is formed between it and the first axis X along the vehicle's longitudinal direction; wherein, T2 is the vehicle length; A gardening operation drive assembly, mounted on the vehicle frame, is configured to output power to perform gardening operations.

21. The gardening vehicle according to claim 19, characterized in that, The centerline of the vehicle frame in the longitudinal direction is defined as a second axis Y, and at least one of the inertial measurement units forms a second distance Dx in the left-right direction between itself and the second axis Y; wherein... T1 is the vehicle width between the left and right symmetrical edges of a multi-purpose vehicle.

22. A riding-type lawnmower, characterized in that, include: The chassis and the working system mounted on the chassis; A power system is configured to provide power to the operating system; the power system includes a power battery unit; the power battery unit includes at least one removable battery pack; The working system includes: A walking drive assembly is fixedly connected to the frame and is used to drive the ride-on lawnmower to move; the walking drive assembly includes: a plurality of walking wheels; the plurality of walking wheels includes a pair of drive wheels; the axis connecting the center of the pair of drive wheels forms a first axis X; The load-bearing component, mounted on the vehicle frame, is used to support the user; A lawn mowing drive assembly, mounted on the vehicle frame, is configured to output power to perform a lawn mowing operation; At least one inertial measurement unit is disposed on the ride-on lawnmower for detecting attitude data; the location of the inertial measurement unit forms a first distance Dy along the vehicle's longitudinal direction with respect to the first axis X; wherein, T2 is the vehicle length.

23. The riding lawnmower according to claim 21, characterized in that, The centerline of the vehicle frame in the longitudinal direction is defined as a second axis Y, and at least one of the inertial measurement units forms a second distance Dx in the left-right direction between itself and the second axis Y; wherein... T1 is the vehicle width between the left and right symmetrical edges of a multi-purpose vehicle.

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