Electric multifunctional vehicle, working vehicle, lawn mower and reversing detection method

Abstract

Provided in the embodiments of the present disclosure are an electric multifunctional vehicle, a working vehicle, a lawn mower and a reversing detection method. The electric multifunctional vehicle comprises: a vehicle frame; a travel driving mechanism, the travel driving mechanism comprising drive motors; a control mechanism, which is coupled to the travel driving mechanism, and used for adjusting the travel driving state of the electric multifunctional vehicle; and a reversing detection assembly, which executes reversing detection in response to the travel driving mechanism being in a reversing travel state, and which comprises: a measurement unit adapted to measure a parameter value of at least one load representation parameter representing an operating load condition of at least one drive motor, and a control unit which is coupled to the measurement unit and comprises one or more controllers, wherein said one or more controllers are adapted to determine, on the basis of the parameter value and / or a change indication value representing a change of the parameter value reaching a preset threshold, a collision event between the electric multifunctional vehicle and an obstacle when the electric multifunctional vehicle reverses. Thus, the present disclosure achieves the reversing detection of the electric multifunctional vehicle, thus improving the safety.

Description

Electric multifunctional vehicle, working vehicle, mower and reversing detection method TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of mobile devices, in particular to an electric multifunctional vehicle, working vehicle, mower and reversing detection method. BACKGROUND

[0002] Traditional mowers mainly include backpack mowers, handheld mowers and push mowers, and have low automation and low work efficiency, and have high labor intensity and large damage to human bodies. For a working area (for example, a golf course, a football field, a garden lawn, a municipal park, a tourist attraction, a farm orchard, a wild grassland, etc.) that needs to maintain a large area of lawn throughout the year, a riding mower has long endurance, flexible control and high work efficiency, and can well adapt to such working conditions to avoid fatigue and even injury caused by long-time work of people.

[0003] From the type of energy power, the current riding mower mainly has two types: gasoline engine type and lithium battery charging type. Compared with the gasoline engine, the lithium battery charging type riding mower has obvious advantages: all-weather zero emission, zero oil consumption, low noise, simple maintenance (no gasoline, no oil, no air filter, no spark plug, no fuel storage, etc.), and in addition, the gasoline engine is similar to a traditional fuel automobile, and the whole vehicle mechanical structure is complex, and a differential device is needed for driving wheel control; and the lithium battery charging type riding mower uses a motor to replace the fuel engine, and the two (or four) driving wheels can be controlled respectively, so that the straight movement, reverse movement, turning movement and zero steering movement of the whole vehicle are realized, the structural complexity of the whole vehicle is reduced, and the control of the whole vehicle is more flexible.

[0004] However, the current multifunctional electric multifunctional vehicle such as the riding mower lacks a safety detection mechanism when reversing, which can easily lead to accidents, and the multifunctional electric multifunctional vehicle such as the mower may have a relatively dangerous functional element such as a blade, so the reversing safety detection mechanism is particularly important for the multifunctional electric multifunctional vehicle. SUMMARY

[0005] In view of the above-mentioned shortcomings of the prior art, the purpose of the present disclosure is to provide an electric multifunctional vehicle, working vehicle, mower and reversing detection method, which is configured with a software and hardware system for reversing detection, and solves the reversing safety problem in the related art.

[0006] In the embodiments of the first aspect of the present disclosure, an electric multifunctional vehicle is provided, comprising: a vehicle frame; a driving mechanism connected to the vehicle frame and adapted to drive the vehicle frame to move; the driving mechanism comprising: at least one driving motor providing driving force and a driving wheel mechanically connected to the at least one driving motor; a reverse detection assembly adapted to perform reverse detection in response to the driving mechanism being in a reverse moving state; the reverse detection assembly comprising: a detection unit coupled to the at least one driving motor and adapted to detect at least one load characteristic parameter representing an operating load condition of the at least one driving motor; a control unit coupled to the detection unit and comprising: one or more controllers adapted to determine a collision event between the electric multifunctional vehicle and an obstacle when the electric multifunctional vehicle is reversing, according to the load characteristic parameter and / or a change representation value reaching a preset threshold value over time.

[0007] In the embodiments of the first aspect, the load characteristic parameter comprises one or a combination of voltage, current, speed, torque and power.

[0008] In the embodiments of the first aspect, the load characteristic parameter comprises a voltage difference value between an end voltage value of a commutation time point of a conducting phase of the driving motor in a commutation period and an initial end voltage value in a non-collision state; and a motor rotation period of the driving motor comprises each commutation period determined by a time length during which each phase of the driving motor is sequentially kept conducting.

[0009] In the embodiments of the first aspect, the change representation value comprises a change representation value between the voltage difference values of adjacent or interval commutation time points; and the voltage difference value is a voltage difference value between the end voltage value and the initial end voltage value in the non-collision state.

[0010] In the embodiments of the first aspect, the change representation value comprises a change representation value between the voltage difference values in adjacent or interval commutation periods of the same conducting phase in adjacent or interval motor rotation periods.

[0011] In the embodiments of the first aspect, the change representation value comprises a change representation value between adjacent or interval fusion values; and the fusion value is a fusion calculation result between voltage difference values of adjacent or interval commutation time points in a commutation period.

[0012] In the embodiments of the first aspect, the change representation value comprises a change representation value between fusion values of commutation periods of the same conducting phase in adjacent or interval motor rotation periods; and the fusion value is a fusion calculation result between voltage difference values of commutation time points of adjacent or interval predetermined positions in each of the commutation periods.

[0013] In an embodiment of the first aspect, the load characterization parameter comprises a time duration of a signal feature portion of a motor operating parameter affected by the collision event in a commutation period and / or a motor rotation period.

[0014] In an embodiment of the first aspect, the change representation value comprises a change representation value between time durations of the signal feature portion between adjacent or interval commutation periods.

[0015] In an embodiment of the first aspect, the signal feature portion comprises an end voltage commutation follow-up portion.

[0016] In an embodiment of the first aspect, the load characterization parameter comprises a collision factor implemented as a ratio between a first motor operating parameter and a second motor operating parameter of the drive motor; the first and second motor operating parameters correspond to parameter value changes of the collision event presenting opposite directions.

[0017] In an embodiment of the first aspect, the first and second motor operating parameters correspond to parameter value changes of the drive motor presenting same directions in up-hill or down-hill driving.

[0018] In an embodiment of the first aspect, the first and second motor operating parameters are one and the other of a speed and a current of the drive motor.

[0019] In an embodiment of the first aspect, the change representation value comprises a change amount or a change rate; the change rate comprises one of: a ratio of a fusion value to a time interval between commutation instants corresponding to two voltage difference values forming the fusion value; a first derivative of a fitting function obtained by linear fitting of a set of load characterization parameters obtained within a recursive window advanced by a preset step in a load characterization parameter sequence along time.

[0020] In an embodiment of the first aspect, the reverse detection component comprises a prompting unit coupled to the control unit, comprising one or more prompters adapted to perform a collision avoidance prompting action according to the collision avoidance signal.

[0021] In an embodiment of the first aspect, the driving mechanism is adapted to perform an action of avoiding the obstacle in response to the collision event determined by the control unit.

[0022] In an embodiment of the first aspect, the driving mechanism comprises: a left driving assembly and a right driving assembly connected to left and right sides of the vehicle frame respectively, each of the left and right driving assemblies comprising a driving motor and a driving wheel mechanically connected to the driving motor; and / or the electric multi-functional vehicle further comprises a control mechanism, the control mechanism comprising: a left control assembly and a right control assembly connected to left and right sides of the vehicle frame respectively and coupled to the left and right driving assemblies of the driving mechanism; each of the left and right control assemblies comprising a left control handle, a right control handle, and corresponding rotation detection circuitry and a driving controller; the left and right control handles being configured to be controlled to rotate around an axis between at least one forward position, a neutral position, and at least one reverse position; the rotation detection circuitry being configured to detect a rotation direction and a rotation angle of the corresponding control handle and to generate corresponding rotation angle information; and the driving controller being configured to control a steering direction and a rotation speed of the driving motor in the corresponding driving assembly according to the rotation angle information.

[0023] In an embodiment of the first aspect, the electric multi-functional vehicle comprises: a functional mechanism; the functional mechanism comprising one or more functional elements for performing a work function or an auxiliary function, and one or more functional motors corresponding to the one or more functional elements.

[0024] In an embodiment of the second aspect of the present disclosure, an electric garden work vehicle is provided, comprising: a vehicle frame; a garden work mechanism connected to the vehicle frame, comprising: one or more garden work elements and one or more work motors corresponding to the one or more garden work elements; a driving mechanism connected to the vehicle frame and adapted to drive the vehicle frame to travel; the driving mechanism comprising: at least one driving motor providing driving force and a driving wheel mechanically connected to the at least one driving motor; a reverse detection assembly adapted to perform reverse detection in response to the driving mechanism being in a reverse travel state; the reverse detection assembly comprising: a detection unit coupled to the at least one driving motor and adapted to detect at least one load representation parameter representing an operating load condition of the at least one driving motor; a control unit coupled to the detection unit and comprising: one or more controllers adapted to determine a collision event between the electric multi-functional vehicle and an obstacle when the electric multi-functional vehicle is reversing according to the load representation parameter and / or a variation representation value over time reaching a preset threshold; and a prompting unit coupled to the control unit and comprising: one or more prompters adapted to perform avoidance prompting actions according to the avoidance signal.

[0025] In the third aspect of the present disclosure, an embodiment of an electric riding mower is provided, comprising: a frame; a mowing mechanism connected to the frame, comprising: one or more mowing elements and one or more mowing motors corresponding to the one or more mowing elements; a driving mechanism connected to the frame, adapted to drive the frame to move; the driving mechanism comprises: at least one driving motor providing driving force and a driving wheel mechanically connected to the at least one driving motor; a control mechanism coupled to the driving mechanism, adapted to accept user operation to control the running state of the driving mechanism, so as to adjust the moving state of the multifunctional electric vehicle; a reverse detection assembly adapted to perform reverse detection in response to the driving mechanism being in a reverse moving state; the reverse detection assembly comprises: a detection unit coupled to the at least one driving motor, adapted to detect at least one load characteristic parameter representing the running load condition of the at least one driving motor; a control unit coupled to the detection unit, comprising: one or more controllers, adapted to determine a collision event between the electric multifunctional vehicle and an obstacle when reversing according to the load characteristic parameter and / or a preset threshold value reached by a value representing a change over time.

[0026] In the fourth aspect of the present disclosure, an embodiment of a reverse detection method is provided, applied to a control unit in an electric multifunctional vehicle; the electric multifunctional vehicle comprises a driving mechanism; the driving mechanism comprises: at least one driving motor providing driving force and a driving wheel mechanically connected to the at least one driving motor; the control unit is coupled to the driving mechanism and comprises one or more processors, the one or more processors are used to run program instructions to execute the reverse detection method, the method comprises: in response to the driving mechanism being in a reverse moving state, obtaining a parameter value of at least one load characteristic parameter representing the running load condition of the at least one driving motor; determining a collision event between the electric multifunctional vehicle and an obstacle when reversing according to the load characteristic parameter and / or a preset threshold value reached by a value representing a change over time.

[0027] As above, the electric multi-functional vehicle, the working vehicle, the riding mower and the reverse detection method provided in the embodiments of the present disclosure, the electric multi-functional vehicle comprises: a vehicle frame; a driving mechanism connected to the vehicle frame and adapted to drive the vehicle frame to move; the driving mechanism comprises at least one driving motor for providing driving force and a driving wheel mechanically connected to the at least one driving motor; a control mechanism coupled to the driving mechanism and adapted to accept user operation to control the operation state of the driving mechanism so as to adjust the moving state of the electric multi-functional vehicle; a reverse detection assembly adapted to perform reverse detection in response to the driving mechanism being in a reverse moving state; the reverse detection assembly comprises: a detection unit coupled to the driving motor and adapted to detect a parameter value of at least one load parameter representing the load condition of the at least one driving motor; a control unit coupled to the detection unit and comprising: one or more controllers adapted to determine a collision event between the electric multi-functional vehicle and an obstacle when the electric multi-functional vehicle is reversing, according to the parameter value and / or a change representation value representing the change of the parameter value reaching a preset threshold. Thus, the reverse detection of the electric multi-functional vehicle is realized, and the safety is improved. BRIEF DESCRIPTION OF DRAWINGS

[0028] FIG. 1A shows a structural schematic diagram of an electric multi-functional vehicle in an embodiment of the present disclosure.

[0029] FIG. 1B shows a structural schematic diagram of an electric multi-functional vehicle in another embodiment of the present disclosure.

[0030] FIG. 1C shows a structural schematic diagram of an electric multi-functional vehicle in another embodiment of the present disclosure.

[0031] FIG. 1D shows a structural schematic diagram of an electric multi-functional vehicle in another embodiment of the present disclosure.

[0032] FIG. 2 shows an electrical connection schematic diagram of an electric multi-functional vehicle in an embodiment of the present disclosure.

[0033] FIG. 3 shows a schematic diagram of the front and rear rotation of the joystick around the axis in an embodiment of the present disclosure.

[0034] FIG. 4 shows an electrical connection schematic diagram of a riding mower in an embodiment of the present disclosure.

[0035] FIG. 5 shows a functional module schematic diagram of the reverse detection assembly in an embodiment of the present disclosure.

[0036] FIG. 6 shows a schematic diagram of the commutation principle of a three-phase motor in an embodiment of the present disclosure.

[0037] FIG. 7 shows a waveform schematic diagram of the conduction phase terminal voltage value signal of the driving motor in an embodiment of the present disclosure.

[0038] FIG. 8 shows a curve schematic diagram of linear fitting according to a first group of voltage differences in an embodiment of the present disclosure.

[0039] FIG. 9 shows an end voltage signal waveform with a commutation overlap duration according to an embodiment of the present disclosure.

[0040] FIG. 10 shows a driving motor current, speed, and crash factor variation when an electric multi-purpose vehicle contacts an obstacle according to an embodiment of the present disclosure.

[0041] FIG. 11 shows a driving motor current, speed, and crash factor variation when an electric multi-purpose vehicle is ascending according to an embodiment of the present disclosure.

[0042] FIG. 12 shows a driving motor current, speed, and crash factor variation when an electric multi-purpose vehicle is descending according to an embodiment of the present disclosure.

[0043] FIG. 13 shows a comparison of a crash factor and a variation amount of the crash factor corresponding to operating conditions according to an embodiment of the present disclosure.

[0044] FIG. 14 shows a curve for linear fitting according to a set of crash factors according to an embodiment of the present disclosure.

[0045] FIG. 15 shows a flowchart of a reverse detection method according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0046] The embodiments of the present disclosure will be described in detail with specific examples. Other advantages and effects of the present disclosure can be easily understood by those skilled in the art from the disclosure. The present disclosure can be implemented or applied in other different embodiments or circuitry, and the details of the present disclosure can be modified or changed in various ways without departing from the spirit of the present disclosure. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0047] The embodiments of the present disclosure will be described in detail with specific examples. Other advantages and effects of the present disclosure can be easily understood by those skilled in the art from the disclosure. The present disclosure can be implemented or applied in other different embodiments or circuitry, and the details of the present disclosure can be modified or changed in various ways without departing from the spirit of the present disclosure. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0048] In the description of the present disclosure, the expressions "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" etc. mean that the specific features, structures, materials or characteristics represented in connection with the embodiment or example are included in at least one embodiment or example of the present disclosure. Moreover, the specific features, structures, materials or characteristics represented can be combined in any appropriate way in one or more embodiments or examples. In addition, the different embodiments or examples represented in the present disclosure and the features of the different embodiments or examples can be combined and combined by those skilled in the art without conflict, if not contradictory.

[0049] Furthermore, the terms "first", "second", etc. are used merely as identifiers that distinguish one element from another, and are not intended to signify relative importance or a positioning of the indicated elements. Thus, a feature identified as having a "first", "second" etc. can explicitly or implicitly include at least one of the feature. In the description of the present disclosure, the meaning of "a group of" is two or more, unless explicitly specified otherwise.

[0050] In order to clearly explain the present disclosure, devices irrelevant to the explanation are omitted, and the same reference numerals are assigned to the same or similar constituent elements throughout the specification.

[0051] Throughout the specification, when it is said that a certain device is "connected" to another device, this includes not only the case of "direct connection", but also the case of "indirect connection" in which other elements are interposed therebetween. In addition, when it is said that a certain device "includes" a certain constituent element, other constituent elements are not excluded unless specifically stated to the contrary, but it means that other constituent elements can also be included.

[0052] Although the terms first, second, etc. are used herein to refer to various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first interface and a second interface, etc. are distinguished from one another. Also, as used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises", "comprising", "includes" and / or "including" means that the specified features, steps, operations, elements, circuits, items, components, and / or groups thereof are included, but not excluding the presence or addition of one or more other features, steps, operations, elements, circuits, items, components, and / or groups thereof. The term "or" and "and / or" as used herein is to be interpreted as inclusive, i.e., as meaning one or any combination of any one of the items. Thus, "A, B or C" or "A, B and / or C" means any of the following: A; B; C; A and B; A and C; B and C; A, B and C. An exception to this definition will occur only when a combination of elements, functions, steps or acts are in some way inherently mutually exclusive.

[0053] The professional terms used herein are only intended to refer to specific embodiments, and are not intended to limit the present disclosure. The singular form used herein, unless the context clearly indicates otherwise, also includes the plural form. The meaning of "include" used in the specification is to specify a certain characteristic, region, integer, step, operation, element and / or component, and is not to exclude the presence or addition of other characteristics, regions, integers, steps, operations, elements and / or components.

[0054] Although not defined differently, the technical terms and scientific terms used herein include the technical terms and scientific terms commonly used in the art to which the present disclosure belongs, and all the terms have the same meaning as generally understood by those skilled in the art to which the present disclosure belongs. The terms defined in the commonly used dictionary are additionally explained to have the meaning consistent with the relevant technical literature and the currently prompted message, and are not over-interpreted as ideal or very formal meanings unless defined.

[0055] In the related art, electric multi-functional vehicles also gradually use new energy batteries as power sources to replace traditional fuel power sources, and use driving motors to replace fuel engines. For example, riding lawn mowers, which are popular in lawn mowers, currently also have electric models using lithium batteries, and driving motors are used to drive electric multi-functional vehicles to perform motion control such as straight driving, reversing, turning, zero steering, and the like.

[0056] However, electric multi-functional vehicles such as electric riding lawn mowers have functional elements such as blades that are dangerous to humans, and therefore lack detection mechanisms during reversing, which poses a great safety risk during reversing.

[0057] In view of this, the electric multi-functional vehicle provided in the embodiments of the present disclosure solves the reversing safety problem in the related art by configuring a component (which can be implemented by hardware or software) for reversing detection.

[0058] The electric multi-functional vehicle can be used for outdoor work. In some embodiments, the electric multi-functional vehicle can be a garden work vehicle capable of performing garden work such as garden pruning, mowing, and spraying. In some embodiments, the electric multi-functional vehicle can be a cleaning vehicle such as a snow blower. In some embodiments, the electric multi-functional vehicle can be an agricultural work vehicle such as a seeder or a tractor. In some embodiments, the electric multi-functional vehicle can be a carrying vehicle such as a forklift. In some embodiments, the electric multi-functional vehicle can be an off-road vehicle such as a utility task vehicle (UTV). In some embodiments, the electric multi-functional vehicle can be user-controlled. Alternatively, it can also be self-walking / intelligent, i.e., it can plan a navigation route, automatically walk, and avoid obstacles.

[0059] As shown in FIG. 1A, a structural schematic diagram of an electric multi-functional vehicle in an embodiment of the present disclosure is shown. Reference can also be made to FIG. 2, which shows an electrical connection schematic diagram of the electric multi-functional vehicle in the embodiment of FIG. 1A.

[0060] The electric multifunctional vehicle 100 provided in the embodiment comprises a vehicle frame 110, a function mechanism 120, a driving mechanism 130, and a reverse detection assembly 150 (Fig. 2) connected to the vehicle frame 110. The electric multifunctional vehicle 100 in Fig. 1A is implemented as an electric garden working vehicle. Further, the electric garden working vehicle can comprise, for example, a standing-type mower, a riding-type mower, a self-walking / smart mower, a UTV-type mower, etc.

[0061] At least a part of the vehicle frame 110 extends in a front-rear direction, and a carrying mechanism can be arranged on the vehicle frame 110. The carrying mechanism is used to carry an operator of the multifunctional electric multifunctional vehicle 100, and can comprise at least one of a seat 111 or a standing platform. In Fig. 1A, only the case where the carrying mechanism 100 comprises the seat 111 is shown by way of example. The seat 111 or the standing platform is used for the operator to sit or stand. That is, the electric multifunctional vehicle 100 can provide a riding-type working mode or a standing-type working mode. Further, the structure of the seat 111 and the standing platform can be flexibly switched, that is, the working mode of the multifunctional electric multifunctional vehicle 100 can be flexibly switched between the riding-type working mode and the standing-type working mode according to the actual needs of the working user.

[0062] In some optional embodiments, a handheld control assembly (not shown) can also be arranged on the vehicle frame 110, which can comprise, for example, a push rod, etc. Based on the handheld control assembly, the multifunctional electric multifunctional vehicle 100 can also provide a hand-push working mode.

[0063] The function mechanism 120 comprises a function assembly 121 for performing a function action based on power. The function mechanism 120 is connected to the vehicle frame 110. The function assembly 121 can comprise one or more function elements 1211. In some optional embodiments, the function assembly 121 can be an assembly that assembles a plurality of function elements 1211 into one whole through a housing. In some optional embodiments, the function element 1211 can be implemented as a garden working element for realizing a garden working function, for example, a cutting assembly of a mower comprises one or more cutting elements (including blades) for realizing mowing. In some optional embodiments, the function mechanism 120 further comprises a function motor 122 (Fig. 2) for driving the function assembly 121 to operate, such as a cutting motor for driving the cutting element to rotate at a high speed. As an example, the function mechanism 120 can further comprise a function motor controller 123 (Fig. 2) corresponding to the function motor 122, for controlling the operation of the function motor 122. The function motor controller 123 can comprise a control chip, for example, a micro control unit (MCU), an embedded processing chip (such as ARM or other types of SoC), etc.

[0064] In some optional embodiments, the number of functional motors 122 can be set according to the independent working requirements of the functional elements in the functional assembly 121, such as one-to-one correspondence between the functional elements and the number of functional motors 122. For example, the cutting elements are implemented as blades, and the number of functional motors 122 corresponding to the number of blades is also set to 3. For another example, each of some of the blades is driven by a one-to-one corresponding functional motor 122, and the other part of the blades can be driven by one functional motor 122 through a transmission mechanism (such as a belt wound around the blade heads of the other part of the blades). In some specific embodiments, the functional mechanism 120 can further include a functional motor controller 123 corresponding to the functional motor 122. Taking a lawn mower as an example, the functional mechanism 120 can include a left lawn cutting blade, a left lawn cutting motor, a left lawn cutting controller, and a right lawn cutting blade, a right lawn cutting motor, a right lawn cutting controller, and the like.

[0065] In other optional embodiments, when the electric multifunctional vehicle 100 is used for cleaning, the functional mechanism 120 is used to implement cleaning elements for cleaning functions, such as elements for sweeping, mopping, and the like. Correspondingly, the functional mechanism 120 further includes a functional motor 122 for driving the cleaning elements to perform cleaning functions, and a functional motor controller 123 corresponding to the functional motor 122.

[0066] It can be understood that in other optional embodiments, the functional mechanism 120 can also be changed according to different functions of application scenarios, such as for snow sweeping, snow blowing, snow shoveling, flushing, and the like. Those skilled in the art should be able to adapt various functional components without creative labor, and the above should be included in the protection scope of the present embodiment. In still other optional embodiments, the functional mechanism 120 can also include mechanisms for implementing auxiliary functions, such as anti-theft alarm, waterproof and rainproof, charging, and the like.

[0067] The driving mechanism 130 is used to drive the electric multifunctional vehicle 100 to move, such as in a lawn, a garden, a fence, a green, or other scenes. In some optional embodiments, as shown in FIG. 2, the driving mechanism 130 includes a left driving assembly 131 and a right driving assembly 132 connected to the left and right sides of the vehicle frame 110, respectively.

[0068] The left driving assembly 131 and the right driving assembly 132 each include a driving motor and a driving wheel mechanically connected to the driving motor. The driving motor can transmit power to the connected driving wheel to drive the driving wheel to rotate, thereby driving the multifunctional electric vehicle 100 to move. Specifically, the left driving assembly 131 includes a left driving motor 1311 and a left driving wheel 1312, and the right driving assembly 132 includes a right driving motor 1321 and a right driving wheel 1322. When the driving motors in the left driving assembly 131 and the right driving assembly 132 drive the corresponding driving wheels at different powers, a speed difference is generated between the left and right driving wheels 1312 and 1322, thereby enabling the electric multifunctional vehicle 100 to turn. The driving mechanism 130 can also include left and right casters 133 and 134 located in front of the driving wheels. In other embodiments, only one caster can be provided. The left driving assembly 131 can also include a left driving controller 1313 of the left driving motor 1311, and the right driving assembly 132 can also include a right driving controller 1323 of the right driving motor 1321.

[0069] In the case of the electric multifunctional vehicle 100 being a type of vehicle that needs to be controlled by a user (such as a standing-type mower, a riding-type mower, etc.), a control mechanism 140 can be included. The control mechanism 140 is coupled to the driving mechanism 130 and is configured to control the operating state of the driving mechanism 130 to adjust the driving state of the electric multifunctional vehicle 100. In some optional embodiments, as shown in FIG. 2, the control mechanism 140 includes a left control assembly 141 and a right control assembly 142 corresponding to the left driving assembly 131 and the right driving assembly 132 of the driving mechanism 130. The left control assembly 141 and the right control assembly 142 are respectively coupled to the left driving assembly 131 and the right driving assembly 132 to control the operating state of the left driving assembly 131 and the right driving assembly 132, respectively.

[0070] In FIG. 1A, the left control assembly 141 and the right control assembly 142 each include a left control handle 1411 and a right control handle 1421. In FIG. 2, each control handle is further provided with a rotation detection circuit and a control controller. The rotation detection circuit is configured to detect the rotation direction and rotation angle of the corresponding control handle and to generate rotation angle information accordingly. The control controller is configured to control the steering and rotation speed of the driving motor in the corresponding driving assembly according to the rotation angle information. As an example, the left control handle 1411 is provided with a left rotation detection circuit 1412 and a left control controller 1413, and the right control handle 1421 is provided with a right rotation detection circuit 1422 and a right control controller 1423.

[0071] As shown in FIG. 3, the control mode is illustrated by taking the right control handle 1421 as an example. The left control handle 1411 and the right control handle 1421 are configured to be controlled to rotate along the first axis 301 in the A arrow direction in the figure between at least one forward position, a middle position, and at least one backward position.

[0072] The first axis 301 can be substantially perpendicular to the extension direction of the frame 110 of the electric multifunctional vehicle. During rotation, when the control handle approaches the front end of the frame 110, it is forward rotation, and is in the forward position. The limit position that the control handle can reach by forward rotation is the forward limit position. When the control handle approaches the rear end of the frame 110, it is backward rotation, and is in the backward position. The limit position that the control handle can reach by backward rotation is the backward limit position. When the control handle is in a position that is perpendicular or substantially perpendicular to the frame 110, it is in the middle position. In some optional embodiments, the forward position of the control handle can be more than one, and the backward position can also be more than one, which can correspond to different driving powers, respectively.

[0073] It should be particularly noted that the structure of the control mechanism 140 in FIG. 1A, which includes the left control assembly 141 and the right control assembly 142, is only an example. In other embodiments, it can be replaced by, for example, a steering wheel 140a, and is not limited to the control mode of the control handle of the left control assembly 141 and the right control assembly 142. Optionally, the steering wheel 140a can include a display screen 181a and can also include some control keys.

[0074] It should be particularly noted that in the case of the electric multifunctional vehicle 100 being a type of vehicle that can not be controlled by a user (such as a self-walking / smart electric multifunctional vehicle, etc., such as a self-walking / smart lawn mower, etc.), the electric multifunctional vehicle 100 can also not include the control mechanism 140.

[0075] In some embodiments, it is also shown that the electric multifunctional vehicle 100 further includes a vehicle controller 160 coupled to the function mechanism 120, the driving mechanism 130, and the control mechanism 140. The vehicle controller 160 includes a processor and a memory. The processor includes an MCU or a SoC, and the memory includes a cache or a memory (RAM, ROM), etc. The memory can store program instructions, and the processor is configured to execute the program instructions to perform corresponding control actions.

[0076] In some embodiments, the control mechanism 140 of the electric utility vehicle 100 can further comprise a control panel 180, which provides one or more of the following: gear operation section (e.g. forward, reverse gears) for gear operation of the electric utility vehicle 100, function operation section (e.g. for activation of the function elements 121), parameter setting section (e.g. for setting of mowing speed, traveling speed), etc. In some embodiments, the gear operation section, start / stop operation section can be implemented as operation keys. In one example, the operation keys can be physical keys. In another example, the control panel 180 can also comprise a display screen 181 (e.g. touch screen), and the keys can be virtual keys in the display screen 181, or a combination of physical and virtual keys. In some embodiments, as illustrated in FIG. 1A, the display screen 181 can be disposed below and facing the seat 111. Optionally, the control panel 180 and the display screen 181 can be located at the right hand side of the user for easy operation. It is noted that the display screen 181 and the display screen 181a in the steering wheel 140a can be implemented alternatively, and in embodiments where the control mechanism 140 comprises left and right control assemblies, the display screen 181 can be provided to cooperate, and in embodiments where the control mechanism 140 comprises the steering wheel 140a, the display can be provided only through the display screen 181a in the steering wheel 140a. Alternatively, in other embodiments, the display screen 181 can be retained and coexist with the display screen 181a. The two display screens 181, 181a can display the same or different contents to provide better user experience to the user.

[0077] In some embodiments, the two display screens are of different sizes, and the display screen 181 is of a larger size than the display screen 181a, and the display screen 181 can display human-machine interface with more, larger or complex graphical contents, such as reversing image, planned path, virtual control keys for controlling vehicle functions (e.g. activation / deactivation of function elements), etc. for easy reference and accurate operation by the user. The display screen 181a can contain human-machine interface with relatively less, smaller or simple graphical contents. For example, some contents that the user is expected to observe or operate when operating the steering wheel, such as some operating state parameters of the vehicle, such as vehicle speed, battery level, speed of the drive motor, multimedia content being played, virtual control keys, etc. It is noted that there can be at least partial overlap between the display contents of the two display screens 181, 181a, and the display forms can be different. For example, the activation / deactivation keys of the function elements can be displayed in the form of graphical controls occupying a larger area in the display screen 181, or in the form of graphics or animations, and can be displayed in the form of graphical controls occupying a smaller area in the display screen 181a.

[0078] The electric multi-functional vehicle 100 further comprises a power supply system 170 for powering the functional mechanism 120, the driving mechanism 130 and the steering mechanism 140. Specifically, the power supply system 170 is configured to power the motors, controllers and the like included in the functional mechanism 120, the driving mechanism 130 and the steering mechanism 140.

[0079] In some alternative embodiments, the power supply system 170 can be arranged on the vehicle frame 110 (Fig. 1A) and detachably connected to the vehicle frame 110. In Fig. 1A, the power supply system 170 is arranged in the battery compartment 112 at the rear end of the vehicle frame 110 and can be located at least partially below the seat 111. Alternatively, in other embodiments, the battery compartment can also be located at the front end of the vehicle frame 110, without being limited to the illustration.

[0080] The power supply system 170 comprises a plurality of battery units 171. In Fig. 1A, the structure of the power supply system 170 with the cover opened to expose the plurality of battery units 171 is exemplarily shown. The plurality of battery units 171 can be selected from at least one of a first specification battery pack and a second specification battery pack. The first specification battery pack and the second specification battery pack can differ in specification, including but not limited to differences in battery pack capacity, voltage, internal resistance, weight, size, energy density, type of battery cell, state of charge information, state of health information, and the like.

[0081] In some alternative embodiments, the first specification battery pack and the second specification battery pack differ in battery pack capacity. The capacity of the first specification battery pack is greater than the capacity of the second specification battery pack. The second specification battery pack is configured to power handheld garden tools. For example, the second specification battery pack can power garden tools such as grass trimmers, brush cutters, blowers, chain saws, and the like. In addition, the second specification battery pack can also power torque output tools such as electric drills, electric hammers, and the like; sawing tools such as electric circular saws, jigsaws, and the like; or grinding tools such as angle grinders, sanders, and the like.

[0082] In some alternative embodiments, the first specification battery pack and the second specification battery pack differ in the type of battery cell selected. For example, the first specification battery pack and the second specification battery pack can be selected from lithium iron phosphate battery cells and ternary lithium battery cells, respectively. The plurality of battery units 171 in the power supply system 170 can also be selected from nickel-chromium battery cells, lead-acid battery cells, graphene battery cells, and the like.

[0083] The multiple battery units 171 included in the power supply system 170 are selected from at least one of a first specification battery pack and a second specification battery pack, so that the multifunctional electric vehicle 100 can be compatible with battery packs of different specifications, meet the demand for high-power work, and be adapted to handheld electric garden tools, so that the working mode of the worker is more flexible.

[0084] The reverse detection component 150 is adapted to perform reverse detection in response to the driving mechanism being in a reverse driving state. Specifically, the reverse detection component 150 is adapted to detect the load of the driving motor (such as the left driving motor 1311 and the right driving motor 1321 in FIG. 2) to determine a collision event between the electric multifunctional vehicle and an obstacle when the electric multifunctional vehicle is reversing. When the collision event occurs, the electric multifunctional vehicle is blocked by the obstacle and cannot continue to reverse.

[0085] It should be particularly noted that the structure of the electric multifunctional vehicle shown in FIG. 1A is only one embodiment. As described above, the electric multifunctional vehicle can also be implemented as an agricultural work vehicle, a UTV vehicle, and the like, which are illustrated below.

[0086] As shown in FIG. 1B, a structure of an electric multifunctional vehicle in another embodiment is shown.

[0087] The electric multifunctional vehicle 100b can be implemented as an agricultural work vehicle, and specifically can be exemplified as a tractor. In this embodiment, the battery cabin 112b can be arranged at the front of the vehicle body 110b, and the battery cabin 112b is provided with an openable battery cabin cover. The battery cabin 112b is internally provided with a battery pack. In this embodiment, the electric multifunctional vehicle 100b is provided with a steering wheel 140b instead of a control handle. The steering wheel 140b can be positioned and arranged with a display screen 181b thereon. See the front view of the steering wheel 140b on the left side in the figure. The steering wheel 140b is located in front of the seat 111b on the vehicle frame 110b, and the upper surface can be inclined at an angle towards the seat 111b, so as to facilitate the user to operate the steering wheel 140b and can be closer to the user's face, so as to facilitate the user to view the display screen 181b.

[0088] Exemplarily, the electric multifunctional vehicle is provided with a work component 121b, such as a cutting component, at the bottom.

[0089] As shown in FIG. 1C, a structure of an electric multifunctional vehicle in another embodiment is shown.

[0090] In the electric multi-purpose vehicle 100c in FIG. 1C, which is shown as a UTV vehicle with one row of seats 111c, a steering wheel 140c is provided in front of the seats 111c for controlling the driving direction. In this embodiment, the battery compartment is located at the head of the electric multi-purpose vehicle 100c, and the tail can be provided with an accessory mechanism 113c, such as a carrying basket, etc.

[0091] As shown in FIG. 1C, the structure of the electric multi-purpose vehicle 100c in another embodiment is shown.

[0092] In the electric multi-purpose vehicle 100d in FIG. 1D, which is shown as a UTV vehicle with two rows of seats 111d, a steering wheel 140d is provided in front of the front row of seats 111d for controlling the driving direction. In this embodiment, the battery compartment 112d is located at the head of the electric multi-purpose vehicle 100d, and the tail can be provided with an accessory mechanism 113d, such as a carrying basket, etc.

[0093] In some embodiments, the electric multi-purpose vehicle can have one or more display screens, such as the display screens 181, 181a mentioned earlier, or other display screens, which can be arranged in different positions according to the type of the electric multi-purpose vehicle and the control mechanism.

[0094] In one example, the vehicle can be controlled to travel by left and right control handles, such as a vehicle with left and right control handles, and the display screen 181 can be arranged on the right lower side of the seat.

[0095] In another example, the vehicle is controlled to travel by a steering wheel, such as the vehicle in FIG. 1B, and the display screen can be embedded in the steering wheel.

[0096] In another embodiment, such as the UTV vehicle in FIG. 1C and FIG. 1D, in addition to the display screen being embedded in the steering wheel, the display screen can also be arranged on the operation table in front of the steering wheel, and the user can conveniently see the display content on the display screen through the hollow part of the multi-panel steering wheel. Alternatively, the display screen can also be arranged on the left or right side of the steering wheel, without being blocked by the steering wheel.

[0097] FIG. 4 shows an electrical connection diagram of a riding mower in one embodiment of the present disclosure.

[0098] The riding mower 400 comprises a left mowing blade 4211, a left mowing motor 4221, a left mowing controller 4231, a right mowing blade 4212, a right mowing motor 4222, a right mowing controller 4232, a left drive wheel 4312, a left drive motor 4311, a left drive controller 4313, a right drive wheel 4322, a right drive motor 4321, a right drive controller 4323, a whole vehicle controller 460, a left control assembly 441, a right control assembly 442, a power supply system 470, a control panel 480, etc.

[0099] The left mowing motor 4221 is configured to drive the left mowing blade 4211, and the left mowing controller 4231 is in communication connection with and controls the left mowing motor 4221. The left drive motor 4311 is configured to drive the left drive wheel 4312, and the left drive controller 4313 is in communication connection with and controls the left drive motor 4311. The right mowing motor 4222 is configured to drive the right mowing blade 4212, and the right mowing controller 4232 is in communication connection with and controls the right mowing motor 4222. The right drive motor 4321 is configured to drive the right drive wheel 4322, and the right drive controller 4323 is in communication connection with and controls the right drive motor 4321. The whole vehicle controller 460 is in communication connection with and controls the left mowing controller 4231, the right mowing controller 4232, the left drive controller 4313, and the right drive controller 4323. The left control assembly 441 and the right control assembly 442 are in communication connection with the whole vehicle controller 460. The control panel 480 is in communication connection with the whole vehicle controller 460.

[0100] The power supply system 470 is in electrical connection with and supplies power to the left mowing motor 4221, the left mowing controller 4231, the right mowing motor 4222, the right mowing controller 4232, the left drive motor 4311, the left drive controller 4313, the right drive motor 4321, the right drive controller 4323, the whole vehicle controller 460, the left control assembly 441, the right control assembly 442, the control panel 480, etc.

[0101] It is to be noted that one or more of the whole vehicle controller 460, the left mowing controller 4231, the right mowing controller 4232, the left drive controller 4313, and the right drive controller 4323 can be integrated with each other, and the embodiments are not limited thereto.

[0102] The reverse detection component 150 can be directly coupled to the vehicle controller 460, or, due to the communication connection between the vehicle controller 460 and the left mowing controller 4231, the right mowing controller 4232, the left drive controller 4313, the right drive controller 4323, etc., the reverse detection component 150 can also communicate with any one of the controllers to communicate with the vehicle controller 460. Specifically, the control unit in the reverse detection component 150 can be in communication connection with one of the vehicle controller 460, the left mowing controller 4231, the right mowing controller 4232, the left drive controller 4313, the right drive controller 4323, and can also be replaced by the controller.

[0103] Since the riding mower inevitably contacts stationary or non-stationary objects during movement, the mower is hindered from moving along the predetermined trajectory. If the riding mower cannot accurately and quickly identify the obstacles and timely issue an avoidance signal, it may continue to collide with the obstacles at high intensity, damaging the structure of the machine and reducing the working efficiency of the tool. In addition, if the mower touches small animals or human bodies, it may cause harm to life. In order to improve the running safety and working efficiency of the riding mower, it is necessary to timely and accurately detect various obstacles on the travel trajectory.

[0104] It can be understood that for electric multi-functional vehicles such as riding mowers, they will move on uneven ground such as grass, snow, and wild fields in actual working conditions. The reverse may encounter higher obstacles such as grass, shrubs, and stones, some of which can be directly crossed, such as grass (even if the grass has a certain height), and may not need to be avoided. Therefore, the reverse detection component can adopt a contact type reverse detection method, that is, whether to collide with obstacles is determined by contact, and frequent prompts for obstacles such as grass, stones, and other common obstacles in the wild that can be crossed are not performed.

[0105] It should be noted that since the electric multi-functional vehicle is driven by a drive motor, when it is hindered by the touched obstacle, the hindering force gradually increases. Correspondingly, the power required by the drive motor increases, and its operating load increases, which is reflected in the load representation parameter representing the operating load condition of the drive motor. The reverse detection component can determine the collision event between the electric multi-functional vehicle and the obstacle, such as whether it is hindered by the obstacle, based on the analysis of the load representation parameter.

[0106] As shown in FIG. 5, a functional module schematic diagram of the reverse detection component in an embodiment of the present disclosure is shown.

[0107] The reverse detection component 150 includes a detection unit 151 and a control unit 152.

[0108] The detection unit 151 is coupled to at least one drive motor of a drive mechanism (such as a drive motor for driving a wheel of an electric multi-purpose vehicle), and is adapted to detect a parameter value of at least one load characteristic parameter representing an operating load condition of the at least one drive motor.

[0109] In some embodiments, the load characteristic parameter can include a motor operating parameter of the drive motor, such as one or more combinations of voltage, current, speed (such as motor rotation speed), torque, and power. The detection unit can include a sampling circuit corresponding to the motor operating parameter, such as a voltage / current sampling circuit, a rotation speed sensor, a torque sensor, and the like.

[0110] As an example, the load characteristic parameter can be constructed based on an end voltage value of a conducting phase of the drive motor within a commutation period. The end voltage value is a voltage difference between an input phase of the motor and ground (GND), which changes when the load of the motor changes.

[0111] First, the commutation period of the motor is introduced. The motor is a device for converting electrical energy into mechanical energy. Common types of motors include AC motors, DC motors, and stepper motors. During normal operation of the motor, the rotating part needs to be subjected to magnetic fields of different phase sequences to move, which requires the motor to realize commutation. Commutation actually changes the direction and size of the current, thereby changing the phase of the current, so that the magnetic field of the motor changes, thereby continuing to realize power conversion and mechanical movement.

[0112] FIG. 6 shows a schematic diagram of the commutation principle of a three-phase motor in an embodiment of the present disclosure.

[0113] The three-phase stator windings of the three-phase motor are A (U) phase, B (V) phase, and C (W) phase. The rotor of the three-phase motor rotates under the action of the rotating magnetic field generated by the change (commutation) of the power supply of the three-phase stator windings. One motor rotation period of the motor is defined as 360° of the rotation of the motor.

[0114] In FIG. 6, between 30° and 90°, the A phase is a conducting phase with a high level, and the C phase is a low level. Between 90° and 150°, the A phase maintains a high level; the B phase is a low level. Similarly, between 150° and 270°, the C phase is high, and the B and A phases are low in turn; between 270° and 360° and 0°-30°, the B phase is high, and the A and C phase end voltage values are low in turn. That is, in one motor rotation period, the three phases maintain a high level of 120° in turn. The 120° of the conducting time maintained by each conducting phase in one motor rotation period is a commutation period.

[0115] As can be seen from FIG. 6, in one rotation cycle of the motor, there are six steps of commutation, AC→AB→CB→CA→BA→BC. At 30°, AC is energized; at 90°, the motor changes from AC to AB energization, and at 150°, the motor changes from AB to CB energization. That is, in the commutation period of the A phase, there are three commutation instants, 30°, 90°, and 150°, respectively. Similarly, in each commutation period, there can be three commutation instants.

[0116] As shown in FIG. 7, a waveform diagram of the on-phase terminal voltage value signal of the motor is shown. In the example of FIG. 7, the waveform of the on-phase terminal voltage value is shown. The on-phase refers to the phase of the motor that is active, such as the A phase, the C phase, and the B phase in turn in FIG. 6. Each commutation period in FIG. 7 refers to the time duration when the A phase, the C phase, and the B phase are in turn in high level. It can be seen that each commutation period includes three commutation instants.

[0117] When the electric multi-purpose vehicle does not have a reverse collision with an obstacle, the on-phase terminal voltage value can be the initial terminal voltage value shown by the horizontal dashed line. When the electric multi-purpose vehicle has a reverse collision with an obstacle, it can be seen that the on-phase terminal voltage value in each commutation period decreases from the first commutation instant (which can be the initial terminal voltage value) to the other commutation instants, thereby generating a voltage difference, such as ΔV1 at the second commutation instant, ΔV2 at the third commutation instant, ΔVn-1, and ΔVn. Hereinafter, the voltage difference is referred to as a voltage difference, and the greater the change in the motor operating load, the greater the voltage difference ΔV.

[0118] Therefore, in some embodiments, the voltage difference of the on-phase terminal voltage value or other voltage differences related thereto can be used as a load characterization parameter to determine the occurrence of a collision event.

[0119] The control unit coupled to the detection unit includes one or more controllers adapted to determine a collision event between the electric multi-purpose vehicle and an obstacle when reversing according to the load characterization parameter and / or a preset threshold value of the change over time. In some embodiments, the controller in the control unit can be implemented by the controller in FIG. 2, such as the vehicle controller or other controllers in FIG. 2, or can be implemented by another independent controller.

[0120] In some embodiments, the load characterization parameter can include the voltage difference value. The control unit can determine whether a collision event exists according to whether the voltage difference value reaches a preset threshold. For example, among ΔV1, ΔV2, … ΔVn-1, ΔVn, it is determined whether any one reaches the preset threshold. If so, it is considered that a collision event exists. It can be understood that an electric multi-functional vehicle for outdoor work such as a riding mower can exist a touch with an obstacle that can be crossed, that is, a normal situation of uphill. During uphill, the phase terminal voltage value can also exist ΔV. Since the output of the driving motor of the electric multi-functional vehicle is eventually blocked to reach the maximum, it is greater than uphill, and therefore the size of the preset threshold can be set to distinguish between uphill and blocked collision events.

[0121] In some embodiments, the collision event can also be determined according to the change of the first voltage difference over time. The parameter change value reflects the change. As an example, the change value includes a change amount or a change rate, and when the value of the change amount or the change rate is greater than the corresponding preset threshold in this working condition, it is determined that a collision event occurs.

[0122] In some embodiments, the change amount is the difference between the voltage difference values of adjacent or interval (which can be short interval, such as 1-2 time points) over time, and the collision event is determined by determining whether the change amount reaches a preset threshold. For example, ΔV2-ΔV1 or ΔV3-ΔV1, … ΔVn-ΔVn-1 or ΔVn-ΔVn-2, etc. as the change amount, it is determined whether the preset threshold is reached, thereby determining the collision event.

[0123] In some embodiments, the change rate between adjacent or interval voltage difference values can also be calculated to determine whether a preset threshold is reached. For example, the proportion of the change amount of the subsequent voltage difference value compared to the previous voltage difference value is calculated, for example, (ΔV2-ΔV1) / ΔV1 or (ΔV3-ΔV1) / ΔV1, etc. That is, the preset threshold in this embodiment will be between 0-1, which is smaller than the calculation value size using the voltage value.

[0124] In some embodiments, the change representation value can also be across motor rotation cycles. The change representation value includes: the change representation value between the voltage difference values in the commutation period of the same conduction phase in adjacent or interval motor rotation cycles. For example, the two commutation periods in FIG. 7 are A phase in adjacent motor rotation cycles, then one of AV1, AV2 and one of AVn-1, AVn can be extracted for comparison of the change amount or change rate, and so on. By analyzing the change of terminal voltage value across motor rotation cycles, the judgment time is lengthened, which is conducive to more reliably determining the collision event that truly forms the obstacle, such as determining that the electric multi-functional vehicle is blocked by a medium or large obstacle that cannot be crossed.

[0125] In further optional examples, each selected voltage difference value can belong to the commutation time at a predetermined position in the corresponding commutation period, i.e., the same position in the commutation time sequence of each commutation period. For example, each commutation period includes three commutation times, then the voltage difference values at the third commutation time or the second commutation time in adjacent or interval commutation periods of the same conduction phase are taken to calculate the change representation value, i.e., the sequence of AV2... to AVn or the sequence of AV1... to AVn-1, etc. can be obtained. It can be understood that, compared with analyzing the change according to the voltage difference values of commutation periods of different conduction phases, analyzing the change according to the voltage difference values of commutation times of the same sequence position in the commutation period of the same conduction phase improves the accuracy of collision event judgment. Further, analyzing the change according to the voltage difference values of commutation times of the same sequence position in the commutation period of the same conduction phase further improves the accuracy of collision event judgment.

[0126] In some embodiments, the change representation value can also be across motor rotation cycles. The change representation value includes: the change representation value between the voltage difference values in the commutation period of the same conduction phase in adjacent or interval motor rotation cycles. For example, the two commutation periods in FIG. 7 are A phase in adjacent motor rotation cycles, then one of AV1, AV2 and one of AVn-1, AVn can be extracted for comparison of the change amount or change rate, and so on. By analyzing the change of terminal voltage value across motor rotation cycles, the judgment time is lengthened, which is conducive to more reliably determining the collision event that truly forms the obstacle, such as determining that the electric multi-functional vehicle is blocked by a medium or large obstacle that cannot be crossed.

[0127] The following is an exemplary description by taking the difference between two voltage difference values as an example.

[0128] In some embodiments, the change representation value includes: the change representation value between adjacent or interval multiple fusion values. The fusion value is the fusion calculation result between the voltage difference values of adjacent or interval two commutation times in the commutation period, i.e., AV2-AV1 or AV3-AV1 as described before.

[0129] Similar to the calculation of the change of the previous voltage difference value representing information, the collision event can be determined by judging whether the change of the fusion value reaches a preset threshold, for example. For example, the change of the fusion value is adjacent (ΔV4-ΔV3)-(ΔV2-ΔV1) (or can be (ΔV3-ΔV2)-(ΔV2-ΔV1))…or (ΔVn-ΔVn-1)-(ΔVn-2-ΔVn-3), or the change of the fusion value is interval (ΔV3-ΔV1)-(ΔV4-ΔV2), (ΔV5-ΔV4)-(ΔV3-ΔV2)…or (ΔVn-ΔVn-2)-(ΔVn-1-ΔVn-3), and whether the change reaches a preset threshold is judged, so as to determine the collision event.

[0130] In some embodiments, the change rate between adjacent or interval fusion values can also be calculated to judge whether a preset threshold is reached. For example, a=(ΔV4-ΔV3)-(ΔV2-ΔV1) and b=(ΔV6-ΔV5)-(ΔV4-ΔV3) are calculated, and then c=(b-a) / a, that is, the proportion of the change of the subsequent fusion value to the change of the previous voltage difference value, and the preset threshold in the embodiment is between 0 and 1, which can reduce the calculation value size compared with using the voltage value.

[0131] In order to improve the accuracy of the fusion value change rate calculation, in further embodiments, the change representing value can include: the change representing value between the fusion values of the commutation periods belonging to the same conduction phase in adjacent or interval motor rotation periods. The fusion value is the fusion calculation result between the voltage difference values of the commutation instants of two adjacent or interval predetermined positions in each commutation period.

[0132] Specifically, regarding the commutation instants of the two predetermined positions, for example, ΔV2 and ΔV1 in FIG. 7 are taken as the two preset positions, that is, the second and third commutation instants in the commutation period. The fusion value ΔV2-ΔV1 is obtained. Then the second and third commutation instants are taken as the two preset positions in other commutation periods of the same conduction phase, and the fusion values such as ΔV8-ΔV7 and ΔV14-ΔV13 are obtained.

[0133] Therefore, whether the change amount or the change rate between the fusion values in the sequence [(ΔV2-ΔV1), (ΔV8-ΔV7), (ΔV14-ΔV13)…] reaches a preset threshold can be used to determine the collision event.

[0134] In some embodiments, the rate of change can also be determined by the ratio between the second voltage difference and the commutation time corresponding to the two first voltage differences that form it, such as the ratio of the interval AV3-AV1 to the time interval between AV3 and AV1, and so on to the ratio of (AVm-1)-(AVm-3) to the time interval, AVm-(AVm-2) to the time interval; or, the ratio of adjacent AV2-AV1 to the time interval between AV2 and AV1, and so on to the ratio of (AVm-2)-(AVm-1) to the time interval, AVm-1-(AVm) to the time interval.

[0135] In some embodiments, the rate of change can also be represented as the first derivative of the fitting function obtained by linear fitting of a set of load characterization parameters obtained within a recursive window advancing by a preset step along the sequence of load characterization parameters over time. The derivative of the fitting function can be the derivative of recursive fitting, and the sampling duration corresponds to the recursive window, which advances by a preset step. For example, taking the implementation of the load characterization parameter as the voltage difference value as an example, the derivative of the fitting can be derived once for the recursive window 1 (AV1, AV3…AVm-1), and the step is 2, and the derivative of the fitting can be derived once again for the recursive window 2 (AV3, AV5…AVm+1). The step can also be q, and the derivative of the fitting can be derived once for the recursive window 1' (AV1, AV2…AVm-1), and the derivative of the fitting can be derived once again for the recursive window (1+q)' (AV1+q, AV2+q…AVm+q). And so on.

[0136] Please refer to Figure 8, which shows a curve diagram of linear fitting according to a set of first voltage difference values.

[0137] The curve function is fitted by data segmentation of the first voltage difference values, and curves 1-5 are shown in the figure. Curves 1-5 can be straight lines, and the first derivative is taken to obtain the slope as the rate of change.

[0138] [Corrected according to Rule 91 on 14.08.2025] When the electric multi-functional vehicle contacts an obstacle, the drive motor load increases, and the voltage difference AV also increases, as shown in the fitted curves 1 and 2 in Figure 8. When the slope of the fitted curve is greater than the corresponding preset threshold value (indicating that the increase of AV reaches a certain degree), it can be judged that the electric multi-functional vehicle has touched the obstacle. When the electric multi-functional vehicle is stably running in a smooth working condition, the slope of the fitted curve of the terminal voltage difference is almost zero, as shown in curve 3 in Figure 8, and at this time the electric multi-functional vehicle will not be judged to collide with the obstacle. When the electric multi-functional vehicle is rapidly decelerating or running downhill, the motor load decreases, and the terminal voltage difference also decreases. At this time, as shown in curves 3 and 4, the slope is less than zero, which is not consistent with the increase of load after collision, so the lawn mower will not be judged to collide with the obstacle.

[0139] It can be understood that the sequence of fusion values can also use the above recursive window fitting derivative change rate analysis method, which is not expanded here.

[0140] By inputting the difference AV of the change of the conduction phase terminal voltage value of the motor and its change rate, it is detected whether the riding mower collides with the obstacle, as shown in FIG. 1A, the differential pressures corresponding to different times are AV1, AV2, …, AVn-1, and AVn. When the mower collides with the obstacle, the operating load of the mower will increase significantly, and the conduction phase voltage of the terminal voltage value will decrease, thereby generating a pressure difference. The greater the change of the operating load of the motor, the greater the pressure difference AV. The value of AV and its change rate is used to represent the change of the driving motor load of the mower, and whether the mower collides with the obstacle is judged.

[0141] It can be understood that when the collision event occurs, not only the first voltage difference of the conduction phase terminal voltage value and the related second voltage difference are affected. In some embodiments, the load representation parameter can include the time length of the signal feature part of the motor operating parameter affected by the collision event in the commutation period and / or the motor rotation period. The motor operating parameter can include voltage, current, speed, torque, power, etc.

[0142] As shown in FIG. 9, taking the motor operating parameter as the conduction phase terminal voltage value as an example, the signal feature part can be selected as the commutation continuation time length of the commutation continuation waveform part of the conduction phase terminal voltage value in the commutation period.

[0143] The commutation continuation time of the terminal voltage value is related to the load. Specifically, when the electric multifunctional vehicle collides with the obstacle, the driving motor load increases sharply, and the continuation time also increases. For example, Δt1 in the first commutation period and Δtn in the nth commutation period. Δtn increases compared with Δt1.

[0144] By detecting the values of the continuation time Δt1, Δt2, …, Δtn of the terminal voltage value, it can be judged whether the mower collides with the obstacle. The specific calculation method can be similar to the calculation method of the voltage difference value and the fusion value in the previous embodiment.

[0145] In some embodiments, the change representation value includes a change representation value between the time lengths of the signal feature part between adjacent or interval commutation periods. For example.

[0146] It can be understood that in addition to the collision of the riding mower detected by the load representation parameter such as the pressure drop AV or the continuation time Δt of the conduction phase terminal voltage value in the above embodiments, it can also be combined with other load representation parameters (such as current, speed, torque, power, etc.) to detect and judge.

[0147] That is, for example, an electric multi-functional vehicle for outdoor work such as a riding mower, the working scene is relatively complex, and there are various obstacles of different sizes, so the load of the driving motor will change frequently. However, for some normal working conditions (such as climbing a slope, crossing a stone, etc.), the load characterization parameters based on a single motor operating parameter type (voltage difference, dwell time) load characterization parameter or change value compared with the preset threshold value to detect obstacles requires a higher threshold setting. In contrast, the load characterization parameters based on a composite motor operating parameter type can better adapt to the scene and be more accurate.

[0148] For example, for scenes such as accelerating to climb a slope to cross a small obstacle, climbing a slope to turn to start to cross uneven ground, and rapid deceleration when descending a steep slope, if a single load characterization parameter is not prominent or the change is too similar to the collision with a large or medium-sized obstacle, there is a possibility of misjudgment. This may cause the prompt / driving action triggered by the collision event to be misfired.

[0149] Therefore, in some embodiments, the load characterization parameter includes a collision factor, which is implemented as a ratio between a first motor operating parameter and a second motor operating parameter of the driving motor. The first motor operating parameter and the second motor operating parameter correspond to parameter value changes that are opposite in the collision event. Thus, compared with the change of a single operating parameter, the ratio of the two can sharpen the change, so that the collision event can be more easily and accurately detected. Alternatively, the first motor operating parameter and the second motor operating parameter correspond to parameter value changes that are in the same direction when the electric multi-functional vehicle is ascending or descending. The value of the collision factor in the normal working condition of ascending or descending will be significantly different from the value of the collision factor in the collision event, so that the ascending or descending (such as climbing a slope to cross a small obstacle, climbing a slope to turn to start to cross uneven ground, and rapid deceleration when descending a steep slope) can be effectively distinguished from the collision event, avoiding the problem of misjudging the collision event.

[0150] In some embodiments, the collision factor can be implemented as a ratio of the current and the speed of the driving motor, for example, the current value divided by the speed value, or the speed value divided by the current value.

[0151] As shown in FIG. 10, a schematic diagram of the changes in the driving motor current, speed, and collision factor of the electric multi-functional vehicle when it contacts an obstacle in an embodiment of the present disclosure is shown.

[0152] It can be observed that before encountering the obstacle, the current, speed, and collision factor of the driving motor change slightly around a certain value, and after contacting the obstacle, the current suddenly increases greatly and the speed of the motor rapidly and significantly decreases. The collision factor contains the current and speed change information, and its characteristic change in the collision event is more obvious and prominent than a single load characteristic parameter, which can better represent the change of the motor operating characteristics when the collision occurs. For the normal running scene with similar motor operating characteristics when colliding with large and medium-sized obstacles, the collision factor can better distinguish the different scenes of normal running and collision running.

[0153] As shown in FIG. 11, a schematic diagram of the changes of the driving motor current, speed, and collision factor of the electric multi-functional vehicle in an embodiment of the present disclosure when going uphill is shown.

[0154] For the normal running scene with rapid current change such as accelerating to climb a slope to cross a small obstacle, accelerating to turn to start to cross uneven ground, etc. (A in the figure), the changes of the current, speed, and collision factor in the load characteristic parameter are shown in FIG. 11. It can be known that in this scene, the current value of the driving motor increases sharply, and the speed also significantly increases, while the collision factor generally tends to be flat or changes slightly, which is obviously different from the change of the motor collision factor when colliding with large and medium-sized obstacles, and is not easy to be misjudged as collision running.

[0155] As shown in FIG. 12, a schematic diagram of the changes of the driving motor current, speed, and collision factor of the electric multi-functional vehicle when going downhill in an embodiment of the present disclosure is shown.

[0156] For the normal running scene with rapid speed decrease such as rapid deceleration running on a steep downhill, etc., the changes of the current, speed, and collision factor in the load characteristic parameter are shown in FIG. 12. It can be known that in this scene, the speed decreases sharply, and the current also rapidly decreases, and the collision factor generally tends to be flat or changes slightly, which is obviously distinguishable from the change of the collision factor when colliding with large and medium-sized obstacles.

[0157] Through the above analysis, compared with the typical single load characteristic parameter (current, speed, etc.) for detecting the collision degree, the collision factor can well distinguish whether it is a collision scene or an uphill / downhill scene, and can well eliminate the misjudgment risk of the collision event of the electric multi-functional vehicle.

[0158] The value of the collision factor and / or its change value (such as change amount / change rate) are used to detect the occurrence of the collision event. The specific calculation method can refer to the calculation method of the voltage drop of the terminal voltage value and the freewheeling time. When the value of the collision factor reaches a preset threshold value, and / or its change value reaches a preset threshold value, it can be judged that the electric multi-functional vehicle has collided with a large and medium-sized obstacle.

[0159] As shown in FIG. 13, a comparison diagram of the collision factor and its change amount corresponding to the running conditions in an embodiment of the present disclosure is shown. The change amount of the collision factor K can be represented as the difference AK (AK can be Kn-Kn-t or Kn-t-Kn, and AK is taken as Kn-Kn-t for illustration) between the collision factors Kn and Kn-t at two intervals t. AK can be obtained in a recursive manner (e.g., the first value AK1 is K 1+t -K1, the second value AK2 is K 2+t -K2, and so on). In the smooth running stage of the electric vehicle drive motor, the collision factor K is stable near a fixed value with small fluctuations, and AK is stable near zero with small fluctuations. When the electric vehicle collides with a large or medium-sized obstacle (indicated as C in the figure), the collision factor K increases sharply, and the change amount AK starts to gradually rise and then remains stable near a certain value. When K rises to a corresponding preset threshold, it can be determined that a collision event occurs. And / or, when AK rises to a certain threshold, it is determined that a collision event occurs.

[0160] In other embodiments, the change rate of the collision factor can also be represented as the first derivative of the K fitting function, which can be obtained by fitting a straight line function of adjacent m collision factors such as K1, K2, …, Km, and then calculating the slope.

[0161] As shown in FIG. 14, when the electric vehicle runs down a steep slope at a constant speed, the drive motor current decreases, the speed remains unchanged, and the collision factor decreases. At this time, the collision factor fitting curve is shown as curve 1 and curve 2 in FIG. 14, and the slope of curve 1 and curve 2 is less than zero at this time, so it will not be determined that the electric vehicle collides with an obstacle. When the electric vehicle runs stably in a smooth condition, the slope of curve 3 in FIG. 14 is almost zero, so it will not be determined that the electric vehicle collides with a large or medium-sized obstacle. When the electric vehicle contacts a large or medium-sized obstacle, the collision factor slope fitting diagram is shown as curve 4 and curve 5. If the slope of curve 4 is greater than a corresponding preset threshold, it is determined that the electric vehicle contacts a large or medium-sized obstacle, and the electric vehicle needs to send an avoidance signal. Based on the above analysis, the detection method proposed in the present disclosure can effectively determine whether the electric vehicle needs to send an avoidance signal to remind the user to perform avoidance operation.

[0162] In some embodiments, after determining the collision event, the control unit 152 can output an avoidance signal. The avoidance signal can be used to prompt the collision event or the corresponding avoidance action.

[0163] In some examples, the reverse detection component 150 shown in FIG. 5 can further include a prompting unit 153 coupled to the control unit 152. The prompting unit 153 can include one or more prompters adapted to perform a warning prompting action according to the avoidance signal. In some embodiments, the prompter can include a sound / light alarm, such as a buzzer, an indicator light, a speaker, etc. In some embodiments, the prompter can include a display screen for prompting the user by displaying content or patterns to prompt the user to perform an operation to avoid the obstacle. The display screen can be implemented as a display screen in the control panel. As an example, the speaker can play a voice for a detected collision event, such as "attention, attention", "obstacle ahead", etc. The buzzer can buzz. The indicator light can be constantly on or flashing in a specific color, etc. The display screen can display a warning prompting action, etc.

[0164] In other examples, the driving mechanism is adapted to perform an action to avoid the obstacle in response to the collision event determined by the control unit. For example, the driving wheels are turned to the limit position under the permission of the user to avoid the obstacle, etc.

[0165] As shown in FIG. 15, a flowchart of a reverse detection method in an embodiment of the present disclosure is shown.

[0166] The reverse detection method can be applied to a control unit in an electric multi-purpose vehicle, such as one or more controllers in the control unit of the reverse detection component shown in FIG. 6. The controller can include one or more processors and one or more memories, and the processor executes the reverse detection method by running program instructions in the memory. The control unit is coupled to a driving motor in the driving mechanism of the electric multi-purpose vehicle.

[0167] It should be noted that the principle of the reverse detection method has been described in detail in the previous embodiments, and thus will not be repeated in this embodiment. In FIG. 15, the reverse detection method includes:

[0168] Step S1501: In response to the driving mechanism being in a reverse driving state, obtaining a parameter value of at least one load characteristic parameter representing the operating load condition of at least one driving motor.

[0169] Step S1502: According to the load characteristic parameter and / or the time-varying representation value reaching a preset threshold value, determining a collision event between the electric multi-purpose vehicle and an obstacle when reversing.

[0170] As an example, the processor can include a Central Processing Unit (CPU), a Micro Processing Unit (MCU), a System On Chip, or a Field Programmable Gate Array (FPGA), etc. The memory can include a volatile memory for data temporary storage when running a program, such as a Random Access Memory (RAM).

[0171] The disclosure embodiments can also provide a computer readable storage medium storing program instructions, which when executed, implement the steps of the reverse driving detection method.

[0172] That is, the method steps in the above embodiments are implemented as software or computer code that can be stored in a recording medium such as a CD ROM, a RAM, a floppy disk, a hard disk, or a magneto-optical disk, or computer code that is originally stored in a remote recording medium or a non-transitory machine readable medium and downloaded through a network and stored in a local recording medium, so that the method represented herein can be processed by such software on a recording medium using a general purpose computer, a special purpose processor, or programmable or special purpose hardware such as an ASIC or an FPGA.

[0173] The above embodiments are only illustrative of the principles and effects of the disclosure, and are not suitable for limiting the disclosure. Any person skilled in the art can modify or change the above embodiments without departing from the spirit and scope of the disclosure. Therefore, all equivalent modifications or changes made by those skilled in the art without departing from the spirit and technical ideas disclosed by the disclosure should still be covered by the protection scope of the disclosure.

Claims

1. An electric multi-functional vehicle, characterized in that, include: One frame; A driving mechanism is connected to the vehicle frame and is adapted to drive the vehicle frame to travel. The driving mechanism includes: at least one drive motor that provides driving force and a drive wheel that is mechanically connected to at least one of the drive motors; A reversing detection component, adapted to perform reversing detection in response to the driving mechanism being in a reversing driving state; the reversing detection component includes: A detection unit, coupled to at least one of the drive motors, is adapted to detect at least one load characterization parameter characterizing the operating load condition of at least one of the drive motors; A control unit, coupled to the detection unit, includes: one or more controllers adapted to determine a collision event between the electric multi-functional vehicle and an obstacle when reversing, based on the load characterization parameters and / or the change in the value over time reaching a preset threshold.

2. The electric multi-functional vehicle according to claim 1, characterized in that, The load characterization parameters include one or more combinations of voltage, current, speed, torque, and power.

3. The electric multi-functional vehicle according to claim 1, characterized in that, The load characterization parameters include the voltage difference between the terminal voltage value of the conducting phase of the drive motor at the commutation moment and the initial terminal voltage value when there is no collision. The motor rotation cycle of the drive motor includes each commutation cycle, which is determined by the duration during which each phase of the drive motor is sequentially kept on.

4. The electric multi-functional vehicle according to claim 3, characterized in that, The change representation value includes: the change representation value between the voltage difference values ​​at multiple adjacent or spaced commutation moments.

5. The electric multi-functional vehicle according to claim 3, characterized in that, The change representation value includes: the change representation value between the voltage difference at the commutation time at a predetermined position within each commutation cycle of the same conducting phase in multiple adjacent or spaced motor rotation cycles.

6. The electric multi-functional vehicle according to claim 3, characterized in that, The change representation value includes: the change representation value between multiple adjacent or spaced-apart fused values; the fused value is the fused calculation result between the voltage difference between two adjacent or spaced-apart commutation moments within the commutation cycle.

7. The electric multi-functional vehicle according to claim 3, characterized in that, The change representation value includes: the change representation value between the fusion values ​​of commutation cycles belonging to the same conducting phase in multiple adjacent or spaced motor rotation cycles; the fusion value is the fusion calculation result between the voltage difference between the commutation times of two adjacent or spaced predetermined positions within each commutation cycle.

8. The electric multi-functional vehicle according to claim 1, characterized in that, The load characterization parameters include the duration of the signal characteristic portion of the motor operating parameters affected by the collision event during the commutation cycle and / or the motor rotation cycle.

9. The electric multi-functional vehicle according to claim 8, characterized in that, The variation representation includes: the variation representation between the durations of the signal characteristic portions between adjacent or spaced commutation cycles.

10. The electric multi-functional vehicle according to claim 8, characterized in that, The signal characteristic portion includes the terminal voltage commutated freewheeling portion.

11. The electric multi-functional vehicle according to claim 1, characterized in that, The load characterization parameters include a collision factor, which is implemented as the ratio between a first motor operating parameter and a second motor operating parameter of the drive motor. The operating parameters of the first motor and the operating parameters of the second motor show opposite changes in parameter values ​​corresponding to the collision event.

12. The electric multi-functional vehicle according to claim 11, characterized in that, The operating parameters of the first motor and the operating parameters of the second motor change in the same direction as the electric multi-functional vehicle's upward or downward movement.

13. The electric multi-functional vehicle according to claim 11, characterized in that, The first motor operating parameter and the second motor operating parameter are one of the speed and the current of the drive motor, respectively.

14. The electric multi-functional vehicle according to claim 1, characterized in that, The change value includes the amount of change or the rate of change; the rate of change includes one of the following: the ratio of the fused value to the time interval between the commutation moments corresponding to the two voltage differences that form the fused value; The first derivative of the fitting function obtained by linear fitting of a set of load characterization parameters obtained within a recursive window that advances in a preset step along the time sequence of load characterization parameters.

15. The electric multi-functional vehicle according to claim 1, characterized in that, include: A prompting unit, coupled to the control unit, includes: one or more prompters adapted to perform a collision prompting action based on the collision signal.

16. The electric multi-functional vehicle according to claim 1, characterized in that, The driving mechanism is adapted to perform an obstacle avoidance action in response to a collision event determined by the control unit.

17. The electric multi-functional vehicle according to claim 1, characterized in that, The driving mechanism includes: a left drive assembly and a right drive assembly respectively connected to the left and right sides of the vehicle frame, wherein the left drive assembly and the right drive assembly each include a drive motor and a drive wheel mechanically connected to the drive motor; And / or, the electric multi-functional vehicle further includes a control mechanism, the control mechanism including: a left control component and a right control component respectively connected to the left and right sides of the frame and coupled to the left drive component and the right drive component in the driving drive mechanism; The left control component and the right control component respectively include a left control handle, a right control handle, and a corresponding rotation detection circuit and a drive controller; The left control handle and the right control handle are configured to rotate in a controlled manner about an axis between at least one forward position, a middle position and at least one backward position; The rotation detection circuit is configured to detect the rotation direction and rotation angle of the corresponding control handle and generate rotation angle information accordingly. The drive controller is configured to control the direction and speed of the drive motor in the corresponding drive assembly based on the rotation angle information.

18. The electric multi-functional vehicle according to claim 1, characterized in that, include: Functional mechanism; the functional mechanism includes one or more functional elements for performing operational or auxiliary functions, and one or more functional motors corresponding to one or more of the functional elements.

19. An electric gardening vehicle, characterized in that, include: One frame; A gardening operation mechanism, connected to the vehicle frame, includes: one or more gardening operation elements and one or more operation motors corresponding to the one or more gardening operation elements; A driving mechanism is connected to the vehicle frame and adapted to drive the vehicle frame to travel; the driving mechanism includes: at least one drive motor that provides driving force and a drive wheel that is mechanically connected to at least one drive motor; A reversing detection component is adapted to perform reversing detection in response to the driving mechanism being in a reversing driving state; The reversing detection component includes: A detection unit, coupled to at least one of the drive motors, is adapted to detect at least one load characterization parameter characterizing the operating load condition of at least one of the drive motors; A control unit, coupled to the detection unit, includes: one or more controllers adapted to determine a collision event between the electric multi-functional vehicle and an obstacle when reversing, based on the load characterization parameters and / or the change in the value over time reaching a preset threshold. A prompting unit, coupled to the control unit, includes: one or more prompters adapted to perform a collision prompting action based on the collision signal.

20. An electric riding lawnmower, characterized in that, include: One frame; A mowing mechanism connected to the vehicle frame includes: one or more mowing elements and one or more mowing motors corresponding to the one or more mowing elements; A control mechanism, coupled to the driving mechanism, is adapted to accept user operation to control the operating state of the driving mechanism in order to adjust the driving state of the multi-functional electric multi-functional vehicle. A driving mechanism is connected to the vehicle frame and adapted to drive the vehicle frame to travel; the driving mechanism includes: at least one drive motor that provides driving force and a drive wheel that is mechanically connected to at least one drive motor; A reversing detection component, adapted to perform reversing detection in response to the driving mechanism being in a reversing driving state; the reversing detection component includes: A detection unit, coupled to at least one of the drive motors, is adapted to detect at least one load characterization parameter characterizing the operating load condition of at least one of the drive motors; A control unit, coupled to the detection unit, includes: one or more controllers adapted to determine a collision event between the electric multi-functional vehicle and an obstacle when reversing, based on the load characterization parameters and / or the change in the value over time reaching a preset threshold.

21. A method for detecting a reversing vehicle, characterized in that, A control unit used in an electric multi-functional vehicle; the electric multi-functional vehicle includes a driving mechanism. The driving mechanism includes: at least one drive motor providing driving force and a drive wheel mechanically connected to at least one drive motor; the control unit is coupled to the driving mechanism and includes one or more processors, the one or more processors being configured to execute program instructions to perform the reversing detection method, the method including: In response to the driving mechanism being in a reverse driving state, the parameter value of at least one load characterization parameter characterizing the operating load status of at least one of the drive motors is obtained; Based on the load characterization parameters and / or the change in value over time reaching a preset threshold, a collision event between the electric multi-functional vehicle and an obstacle is determined when the vehicle is reversing.

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