Multifunctional vehicle, landscaping vehicle and riding lawn mower

Abstract

A multifunctional vehicle, a landscaping vehicle, and a riding lawn mower, which can identify a rollover risk situation in time or in advance and control accordingly, thereby ensuring user driving safety. An identification control unit in the multifunctional vehicle may obtain a tilt angle parameter and an acceleration parameter of the multifunctional vehicle by using a sensor assembly or a mobile communication apparatus; calculate and determine a corresponding dynamic tilt angle threshold on the basis of the acceleration parameter, and compare the tilt angle parameter with the dynamic tilt angle threshold to determine a rollover risk situation of the multifunctional vehicle. The identification control unit is further configured to control the driving state of the multifunctional vehicle in response to the rollover risk situation to eliminate the rollover risk.

Description

A multi-functional vehicle, a gardening vehicle, and a ride-on lawnmower Technical Field

[0001] This application relates to the field of vehicle engineering technology, and in particular to a multi-functional vehicle, a gardening vehicle, and a ride-on lawnmower. Background Technology

[0002] Compared to traditional fuel-powered lawnmowers, rechargeable lawnmowers offer advantages such as all-weather zero emissions, zero fuel consumption, low noise, and simple maintenance (no gasoline, no engine oil, no air filter, no spark plugs, no fuel storage, etc.). Rechargeable lawnmowers use electric motors instead of internal combustion engines for their drive wheels, allowing for independent control of each motor. This enables movement control of the entire vehicle, including straight-line, reverse, turning, and zero-steering motions, reducing structural complexity and making the vehicle more flexible. However, in practical applications, rechargeable lawnmowers often operate on slopes. Driving on slopes at excessive speeds or on steep inclines poses a risk of tipping over. Summary of the Invention

[0003] In view of this, the embodiments of this specification provide a multi-functional vehicle, a gardening vehicle, and a ride-on lawnmower that can promptly identify and control the risk of tipping over, ensuring the user's driving safety.

[0004] In one respect, this specification provides a multi-functional vehicle, including:

[0005] Frame;

[0006] A driving assembly, attached to the frame, includes drive wheels and is configured to drive the multi-functional vehicle.

[0007] A power take-off assembly, attached to the vehicle frame, is configured to perform specific functional operations in a controlled manner;

[0008] A power system for supplying power to the operating system, comprising one or more removable battery cells;

[0009] The identification control unit is configured to acquire the tilt angle and acceleration parameters of the multi-functional vehicle using sensor components or a mobile communication device with sensing and detection functions.

[0010] The identification control unit is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration parameters, and compare the tilt angle parameters with the dynamic tilt angle threshold to determine the rollover risk of the multi-functional vehicle.

[0011] The identification control unit is further configured to control the driving state of the multi-functional vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0012] The tilt angle parameter includes the tilt angle at the current time and the predicted tilt angle at the next time point, and the acceleration parameter includes the acceleration at the current time and the predicted acceleration at the next time point.

[0013] On the other hand, this specification also provides a gardening operation vehicle, including:

[0014] Frame;

[0015] A walking drive assembly, attached to the frame, includes drive wheels and is configured to drive the gardening vehicle.

[0016] A power take-off assembly, attached to the vehicle frame, is configured to perform specific functional operations in a controlled manner;

[0017] A power system for supplying power to the operating system, comprising one or more removable battery cells;

[0018] The identification control unit is configured to acquire the tilt angle and acceleration parameters of the garden operation vehicle using sensor components or a mobile communication device with sensing and detection functions;

[0019] The identification control unit is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration parameters, and compare the tilt angle parameters with the dynamic tilt angle threshold to determine the rollover risk of the garden operation vehicle.

[0020] The identification control unit is further configured to control the driving status of the gardening vehicle in response to the rollover risk situation in order to eliminate the rollover risk;

[0021] The tilt angle parameter includes the tilt angle at the current time and the predicted tilt angle at the next time point, and the acceleration parameter includes the acceleration at the current time and the predicted acceleration at the next time point.

[0022] On the other hand, this specification also provides a rideable lawnmower, including:

[0023] Frame;

[0024] A walking drive assembly, attached to the frame, includes drive wheels and is configured to drive the ride-on lawnmower.

[0025] A power take-off assembly, attached to the vehicle frame, is configured to perform specific functional operations in a controlled manner;

[0026] A power system for supplying power to the operating system, comprising one or more removable battery cells;

[0027] The identification control unit is configured to acquire the tilt angle and acceleration parameters of the riding lawnmower using a sensor assembly or a mobile communication device with sensing and detection capabilities.

[0028] The identification control unit is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration parameters, and compare the tilt angle parameters with the dynamic tilt angle threshold to determine the risk of the ride-on lawnmower tipping over.

[0029] The identification control unit is also configured to control the driving status of the ride-on lawnmower in response to the tipping risk situation in order to eliminate the tipping risk.

[0030] The tilt angle parameter includes the tilt angle at the current time and the predicted tilt angle at the next time point, and the acceleration parameter includes the acceleration at the current time and the predicted acceleration at the next time point.

[0031] As can be seen from the above, the multi-functional vehicle, gardening vehicle, and ride-on lawnmower provided by one or more optional embodiments of this specification have the following beneficial technical effects:

[0032] The multi-functional vehicle, the gardening vehicle, and the ride-on lawnmower utilize sensor components or mobile communication devices with sensing and detection functions to acquire the tilt angle and acceleration parameters of the multi-functional vehicle. A corresponding dynamic tilt angle threshold is calculated based on the acceleration parameters. The tilt angle parameters are compared with the dynamic tilt angle threshold to determine the rollover risk of the multi-functional vehicle. This allows for control of the vehicle's operation to promptly eliminate the rollover risk, ensuring safe and stable driving and improving user safety. The dynamic tilt angle threshold is calculated based on the safe deviation angle and acceleration parameters of the multi-functional vehicle and can be dynamically updated based on the acceleration parameters. The tilt angle parameters include the tilt angle at the current moment and the predicted tilt angle at the next time point, while the acceleration parameters include the acceleration at the current moment and the predicted acceleration at the next time point. Risk identification based on the dynamic tilt angle threshold allows for timely or early identification of rollover risks, ensuring the driving safety of the multi-functional vehicle while meeting the user's actual driving needs and optimizing the user experience. Attached Figure Description

[0033] Figure 1 is a structural schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0034] Figure 2 is another structural schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in the optional embodiments of this specification.

[0035] Figure 3 is a functional framework diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0036] Figure 4 is a schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower traveling on a slope, provided by an optional embodiment of this specification.

[0037] Figure 5 is another schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in the optional embodiments of this specification for driving on a slope.

[0038] Figure 6 is a schematic diagram of a method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0039] Figure 7 is a schematic diagram of a method for determining the dynamic tilt angle threshold based on acceleration calculation by a multi-functional vehicle, garden vehicle, or ride-on lawnmower identification control unit according to an optional embodiment of this specification.

[0040] Figure 8 is a schematic diagram of the dynamic model analysis of a multi-functional vehicle, garden vehicle, or ride-on lawnmower during operation, provided by an optional embodiment of this specification.

[0041] Figure 9-a is a spatial schematic diagram of the three-axis tilt angle components of a sensor assembly in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0042] Figure 9-b is another spatial schematic diagram of the three-axis tilt angle components of a sensor assembly in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0043] Figure 9-c is another spatial schematic diagram of the three-axis tilt angle components of a sensor assembly in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0044] Figure 9-d is another spatial schematic diagram of the three-axis tilt angle components of a sensor assembly in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0045] Figure 10-a is a schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower traveling on a level surface, provided by an optional embodiment of this specification.

[0046] Figure 10-b is a schematic diagram of the changes in the three-axis acceleration components obtained by the acceleration sensor during the horizontal movement of a multi-functional vehicle, garden vehicle, or riding lawnmower provided in an optional embodiment of this specification.

[0047] Figure 10-c is a schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower traveling uphill along a slope, provided by an optional embodiment of this specification.

[0048] Figure 10-d is a schematic diagram of the changes in the three-axis acceleration components obtained by the acceleration sensor during the uphill movement of a multi-functional vehicle, garden vehicle, or riding lawnmower provided in the optional embodiment of this specification.

[0049] Figure 10-e is a schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower traveling down a slope, provided by an optional embodiment of this specification.

[0050] Figure 10-f is a schematic diagram of the changes in the three-axis acceleration components obtained by the acceleration sensor during the downhill travel of a multi-functional vehicle, garden vehicle, or riding lawnmower provided in the optional embodiment of this specification.

[0051] Figure 11-a is a schematic diagram of the principle of filtering the three-axis acceleration components in a multi-functional vehicle, garden vehicle, or riding lawnmower provided in an optional embodiment of this specification.

[0052] Figure 11-b is another schematic diagram of the principle of filtering the triaxial acceleration components in a multi-functional vehicle, garden vehicle or riding lawnmower provided in the optional embodiment of this specification.

[0053] Figure 11-c is another schematic diagram of the principle of filtering the three-axis acceleration components in a multi-functional vehicle, garden vehicle or riding lawnmower provided in the optional embodiment of this specification.

[0054] Figure 12 is a schematic diagram of the variation curves of the three-axis acceleration components in a multi-functional vehicle, garden vehicle, or riding lawnmower provided in the optional embodiments of this specification after filtering.

[0055] Figure 13 is a schematic diagram of the force analysis of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in the optional embodiment of this specification when stationary or moving at a low speed on a slope.

[0056] Figure 14 is a schematic diagram of another method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0057] Figure 15 is a schematic diagram of a method for determining the rollover risk level in a multi-functional vehicle, garden vehicle, or ride-on lawnmower, provided by an optional embodiment of this specification.

[0058] Figure 16-a is a schematic diagram of the speed suppression control unit in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification, for different risk levels.

[0059] Figure 16-b is another schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in the optional embodiment of this specification, in which the identification control unit suppresses speed for different risk levels.

[0060] Figure 17 is a schematic diagram of another method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0061] Figure 18 is a schematic diagram of a method for determining the dynamic acceleration threshold based on the tilt angle in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0062] Figure 19 is a schematic diagram of another method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0063] Figure 20 is a schematic diagram of another method for determining the rollover risk level in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0064] Figure 21 is a schematic diagram of another method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0065] Figure 22 is a schematic diagram of another method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0066] Figure 23 is a schematic diagram of another method for determining the rollover risk level in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0067] Figure 24-a is another schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in the optional embodiment of this specification, in which the identification control unit suppresses speed for different risk levels.

[0068] Figure 24-b is another schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in the optional embodiment of this specification, in which the identification control unit suppresses speed for different risk levels.

[0069] Figure 25 is a schematic diagram of another method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0070] Figure 26 is a schematic diagram of another method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0071] Figure 27 is a schematic diagram of another method for determining the rollover risk level in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0072] Figure 28 is a schematic diagram of a method for determining the predicted tilt angle at the next time point using a sensor assembly in a multi-functional vehicle, garden vehicle, or ride-on lawnmower, provided by an optional embodiment of this specification.

[0073] Figure 29 is a schematic diagram of a method for determining the predicted acceleration at the next time point in a multi-functional vehicle, garden vehicle, or ride-on lawnmower, provided by an optional embodiment of this specification.

[0074] Figure 30 is another structural schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in the optional embodiments of this specification.

[0075] Figure 31 is a schematic diagram of a method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower using a mobile communication device, provided by an optional embodiment of this specification.

[0076] Figure 32 is a structural schematic diagram of a multi-functional vehicle, garden vehicle, or ride-on lawnmower, including a cover assembly, provided in an optional embodiment of this specification.

[0077] Figure 33 is a schematic diagram of the covering component structure in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0078] Figure 34 is another structural schematic diagram of a covering component in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0079] Figure 35-a is a schematic diagram of a clamping component installed in the storage compartment of a cover component in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0080] Figure 35-b is another structural schematic diagram of a clamping component installed in the storage compartment of a cover component in a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided by an optional embodiment of this specification.

[0081] Figure 36 is a schematic diagram of a storage compartment with clamping components in a cover assembly of a multi-functional vehicle, garden vehicle, or ride-on lawnmower provided in an optional embodiment of this specification.

[0082] Figure 37 is a schematic diagram of another method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower using a mobile communication device, provided by an optional embodiment of this specification.

[0083] Figure 38 is a schematic diagram of another method for tilt recognition control in a multi-functional vehicle, garden vehicle, or ride-on lawnmower using a mobile communication device, provided by an optional embodiment of this specification. Detailed Implementation

[0084] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0085] Compared to traditional fuel-powered lawnmowers, rechargeable lawnmowers offer advantages such as all-weather zero emissions, zero fuel consumption, low noise, and simple maintenance (no gasoline, no engine oil, no air filter, no spark plugs, no fuel storage, etc.). Rechargeable lawnmowers use electric motors instead of internal combustion engines for their drive wheels, allowing for independent control of each motor. This enables movement control of the entire vehicle, including straight-line, reverse, turning, and zero-steering motions, reducing structural complexity and making the vehicle more flexible. However, in practical applications, rechargeable lawnmowers often operate on slopes. Driving on slopes at excessive speeds or on steep inclines poses a risk of tipping over.

[0086] To address the aforementioned issues, the purpose of this specification is to propose a multi-functional vehicle, a gardening vehicle, and a ride-on lawnmower that monitors the vehicle's tilt angle and / or acceleration in real time during operation. Based on the real-time tilt angle and / or acceleration, a threshold for real-time dynamic changes is calculated. The tilt angle and / or acceleration are compared with the corresponding threshold to identify any potential rollover risk. Upon determining a rollover risk, the vehicle's driving state is promptly adjusted to eliminate the risk and ensure user safety.

[0087] For the purposes described above, one aspect of this specification provides a multi-functional vehicle.

[0088] Referring to Figures 1 and 2, the multi-functional vehicle includes: a frame 100, a working system 102 connected to the frame 100, and a power supply system 104 for supplying power to the working system 102.

[0089] The frame 100 extends at least partially in a direction parallel to the front-rear direction, and a support assembly 1000 may be provided on the frame 100. The support assembly 1000 may include at least one of a seat or a standing platform; Figure 1 only shows an example of the support assembly including a seat. The seat or the standing platform is used for a user to sit or stand. That is, the multi-functional vehicle can provide a riding-style working mode or a standing-style working mode. Furthermore, the structure of the seat and the standing platform can be flexibly switched, that is, the working mode of the multi-functional vehicle can be flexibly switched between a riding-style working mode and a standing-style working mode according to the actual needs of the user. A handheld operating component may also be provided on the frame 100, and based on the handheld operating component, the multi-functional vehicle can also provide a push-style working mode.

[0090] The working system 102 includes a power output component 1020 and a walking drive component 1022.

[0091] The power output assembly 1020 includes an output component for outputting power to achieve a specific function. In some alternative embodiments, the power output assembly 1020 is a mowing element for performing a lawn mowing function. The power output assembly 1020 is also connected to the frame 100. The power output assembly 1020 also includes a first drive motor for driving the mowing element to rotate at high speed, and a control module corresponding to the first drive motor.

[0092] The power output component 1020 may include one or more mowing elements. Correspondingly, the number of the first drive motors may correspond to the number of mowing elements. For example, in some embodiments, the mowing element has three blades, and the number of the first drive motors is also set to three. In some specific embodiments, the control module corresponding to the first drive motor includes a control chip, such as an MCU or ARM.

[0093] In some alternative embodiments, the power output assembly 1020 is a cleaning element for providing power to clean the device. The power output assembly 1020 also includes a first drive motor for driving the cleaning element, and a control module corresponding to the first drive motor.

[0094] It is understood that in some alternative embodiments, the power output component 1020 can be replaced with other functional components, such as snow sweeping, snow blowing, snow shoveling, and flushing components. Those skilled in the art should be able to adapt various functional components without creative effort, and all of the above should be included in the protection scope of this embodiment.

[0095] The driving assembly 1022 is attached to the frame 100 and is used to enable the multi-functional vehicle to travel in landscape settings such as lawns, gardens, and fences. The driving assembly 1022 includes at least drive wheels 10220 and second drive motors for driving the drive wheels 10220. Multiple drive wheels 10220 may be provided, and the number of second drive motors corresponds to the number of drive wheels 10220. In some optional embodiments, a caster wheel assembly 1001 is provided at the front end of the frame 100, and the driving assembly 1022 is provided at the rear end. The driving assembly 1022 includes a first drive wheel, a second drive wheel, and two corresponding second drive motors. When the two second drive motors drive the corresponding drive wheels to rotate at different power levels, a speed difference is generated between the first drive wheel and the second drive wheel, thereby enabling the multi-functional vehicle to steer. In some embodiments, the driving assembly 1022 further includes a driving controller for controlling the second drive motors.

[0096] The operating system 102 serves as the load in the multi-functional vehicle, and the power system 104 supplies power to the load. Specifically, the power system 104 supplies power to at least the first drive motor in the power output assembly 1020 and the second drive motor in the travel drive assembly 1022. The power system 104 can also supply power to other electronic components in the multi-functional vehicle, such as the control module corresponding to the first drive motor in the power output assembly 1020 and the driving controller corresponding to the second drive motor in the travel drive assembly 1022.

[0097] The power system 104 is mounted on the vehicle frame 100 and is detachably connected to the vehicle frame 100. The power system 104 includes multiple detachable battery units 1041, which can be easily removed and installed without tools. Those skilled in the art will understand that the multiple battery units 1041 can also be fixedly packaged in the power system 104.

[0098] The plurality of battery cells 1041 may be selected from at least one of a first-specification battery pack and a second-specification battery pack. The differences in specifications between the first-specification battery pack and the second-specification battery pack include, but are not limited to, differences in battery pack capacity, voltage, battery internal resistance, weight, size, energy density, cell type, charge information, and battery health status information.

[0099] In some alternative embodiments, the difference between the first-specification battery pack and the second-specification battery pack lies in their battery pack capacities. The capacity of the first-specification battery pack is greater than that of the second-specification battery pack.

[0100] The first-specification battery pack can be used to power large electrical equipment, such as large electric chainsaws, large electric angle grinders, push lawnmowers, smart lawnmowers, push snow sweepers, self-propelled snow sweepers, high-power electric hammers, high-power electric picks, high-power circular saws, high-power concrete cutters, electric bicycles, electric motorcycles, high-power air compressors, and high-power cleaning machines. The first-specification battery pack can also be used as an energy storage device to power other electrical equipment or to charge other battery packs.

[0101] The second-specification battery pack is configured to power handheld garden tools. For example, it can power garden tools such as lawn mowers, pruning shears, hair dryers, and chainsaws. Furthermore, it can power torque-output tools such as drills and hammer drills; sawing tools such as circular saws, jigsaws, and reciprocating saws; or grinding tools such as angle grinders and sanders.

[0102] In some alternative embodiments, the difference between the first-specification battery pack and the second-specification battery pack lies in the type of battery cells used. For example, the first-specification battery pack and the second-specification battery pack can respectively use lithium iron phosphate cells and ternary lithium cells. The plurality of battery units 1041 in the power system 104 can also be nickel-cadmium battery cells, lead-acid battery cells, graphene cells, etc.

[0103] The power supply assembly uses at least one of the first-specification battery pack and the second-specification battery pack. This allows the multi-functional vehicle to be compatible with different specifications of battery packs, meeting the needs of high-power operation while also being compatible with handheld electric garden tools, making the work of garden workers more flexible.

[0104] Referring to Figure 3, a multi-functional vehicle provided in one or more optional embodiments of this specification further includes a sensor assembly 106 configured to acquire the tilt angle and acceleration of the multi-functional vehicle at a current moment. The tilt angle refers to the tilt angle in the direction of travel of the multi-functional vehicle. Referring to Figure 4, taking the multi-functional vehicle traveling straight towards a slope as an example, the tilt angle is the pitch angle of the multi-functional vehicle, which is equal to the tilt angle of the slope. Referring to Figure 5, when the multi-functional vehicle travels towards a slope at a certain angle, the tilt angle is a composite angle of the pitch angle and roll angle of the multi-functional vehicle.

[0105] In some alternative embodiments, the sensor assembly includes an accelerometer and an attitude sensor, the accelerometer being used to detect the acceleration of the multi-functional vehicle, and the attitude sensor being used to detect the tilt angle of the multi-functional vehicle. The sensor assembly may be an inertial measurement unit (IMU).

[0106] The multi-functional vehicle also includes an identification control unit 108. The identification control unit 108 can be a vehicle control unit (VCU) or a separate unit. The identification control unit 108 is communicatively connected to the sensor assembly 106 and is configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration. The tilt angle is compared with the dynamic tilt angle threshold; in response to the tilt angle exceeding the dynamic tilt angle threshold, the identification control unit is configured to determine that the multi-functional vehicle has a rollover risk.

[0107] After determining that the multi-functional vehicle has a risk of tipping over, the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the risk of tipping over. In some optional embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of tipping over, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of tipping over.

[0108] Referring to Figure 2, the multi-functional vehicle is also equipped with a display component 1002. When the identification control unit 108 determines that the multi-functional vehicle has a rollover risk, the identification control unit 108 can send corresponding rollover risk warning information to the display component 1002. The display component 1002 can visualize the rollover risk warning information to remind the user to pay attention to driving safety.

[0109] As shown in Figure 6, the method for tilt recognition control using the recognition control unit 108 in the multi-functional vehicle includes:

[0110] S101: By communicating with the sensor assembly, the tilt angle and acceleration of the multi-functional vehicle at the current moment are obtained in real time.

[0111] S102: Calculate and determine the corresponding dynamic tilt angle threshold based on the acceleration.

[0112] S103: Compare the tilt angle with the dynamic tilt angle threshold to determine whether the tilt angle at the current moment exceeds the corresponding dynamic tilt angle threshold.

[0113] S104: In response to the tilt angle exceeding the dynamic tilt angle threshold, it is determined that the multi-functional vehicle is at risk of rollover.

[0114] S105: If it is determined that the multi-functional vehicle has a risk of overturning, the driving state of the multi-functional vehicle shall be controlled to eliminate the risk of overturning.

[0115] In some alternative embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of overturning.

[0116] In a multi-functional vehicle provided in this specification, the sensor assembly acquires the vehicle's tilt angle and acceleration in real time. A dynamic tilt angle threshold is calculated and determined based on the current acceleration. The tilt angle is compared with the dynamic tilt angle threshold to determine if the multi-functional vehicle has a rollover risk. If a rollover risk is identified, the vehicle's driving state is controlled, thereby promptly eliminating the risk and ensuring safe and stable driving, thus improving the user's driving safety. The dynamic tilt angle threshold is calculated based on the vehicle's safe deviation angle and the real-time acquired acceleration, and can be dynamically updated based on the acceleration. Risk identification based on the dynamic tilt angle threshold can, while ensuring the driving safety of the multi-functional vehicle, meet the user's actual driving needs as much as possible, optimizing the user experience.

[0117] Considering that in real-world applications, users driving multi-functional vehicles inherently need to navigate slopes, setting the preset tilt angle threshold too low may fail to meet their actual needs. For example, on gentle slopes, a threshold that is too small could lead to misjudgments of safety risks, restricting normal vehicle movement, hindering or violating the user's intended driving, and significantly negatively impacting the driving experience. Conversely, setting the preset tilt angle threshold too high may prevent timely detection of rollover risks, thus negating the purpose of tilt angle recognition and slope safety control. Therefore, scientifically and accurately setting a reasonable threshold is of great significance.

[0118] In some related technical solutions, the tilt angle of the lawnmower is compared with a preset tilt angle threshold to determine whether there is a safety risk. The preset thresholds involved are often values ​​set by those skilled in the art based on experience, or values ​​derived from a limited number of experimental tests. It should be noted that the preset thresholds used in these related technical solutions are not scientifically sound and have certain limitations.

[0119] Therefore, in a multi-functional vehicle provided in one or more optional embodiments of the specification, the identification control unit 108 calculates and determines the corresponding dynamic tilt angle threshold based on the acceleration determined by real-time measurement, so as to ensure the scientific rationality and universality of the set threshold.

[0120] In some alternative embodiments, the identification control unit 108 is configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration, including:

[0121] The identification control unit 108 is configured to determine a safe deviation angle based on the center of gravity position of the multi-functional vehicle, and to calculate and determine the dynamic tilt angle threshold based on the safe deviation angle and the acceleration.

[0122] Referring to Figure 7, in a multi-functional vehicle provided by one or more optional embodiments of this specification, the method by which the identification control unit 108 determines the corresponding dynamic tilt angle threshold based on the acceleration includes:

[0123] S201: Determine the center of gravity position of the multi-functional vehicle.

[0124] The center of gravity G of the multi-functional vehicle varies depending on factors such as vehicle load, the number of battery packs of different sizes in the power system 104, and the user's height and weight. The vehicle load can include the weight of cargo carried by the multi-functional vehicle. For example, a hay collection box can be installed at the rear of the multi-functional vehicle. The weight of the hay collected in the hay collection box affects the center of gravity G of the multi-functional vehicle; the greater the weight of the hay in the hay collection box, the further back the center of gravity G is. The number of battery packs of different sizes in the power system 104 also affects the center of gravity G. The more battery packs 1041 installed in the power system 104, the greater the weight of the power system 104, and the further back the center of gravity G is. Furthermore, the user's height and weight also affect the overall center of gravity G of the multi-functional vehicle. The height of the center of gravity G changes accordingly with the user's height; the taller the user, the higher the center of gravity G.

[0125] S202: Determine the safe deviation angle based on the center of gravity position of the multi-functional vehicle.

[0126] Referring to Figure 8, a dynamic model analysis is performed on the multi-functional vehicle. During operation, the contact points between the front wheels and the drive wheels 10220 of the multi-functional vehicle and the ground are points P and Z, respectively, and the center of gravity of the multi-functional vehicle is point G. Taking point G as the starting point, the direction perpendicular to the ground and the direction of the line connecting point G and point Z constitute the safety deviation angle, defined as the safety deviation angle f. During vehicle operation, under the influence of the corresponding inertial reaction force of acceleration, when the deviation angle h of the overall vehicle force H is within the range of the safety deviation angle f, the multi-functional vehicle can ensure safe operation. When the overall vehicle force H deviates beyond the range of the safety deviation angle f, through force decomposition analysis, a component force perpendicular to the line connecting points G and Z and directed towards the rear of the vehicle will appear. In this case, the multi-functional vehicle is at risk of overturning.

[0127] The identification control unit 108 is configured to determine the safety deviation angle based on the center of gravity position of the multi-functional vehicle. The method for determining the safety deviation angle includes:

[0128] The safety deviation angle is:

[0129] Where f represents the safety deviation angle, L represents the offset distance between the center of gravity of the multi-functional vehicle and the contact point between the drive wheel and the ground in the extension direction of the frame, and P represents the height of the center of gravity relative to the ground.

[0130] It should be noted that the center of gravity G of the multi-functional vehicle varies depending on the vehicle load, the number of battery packs of different sizes in the power system 104, the user's height and weight, etc. For example, in some optional embodiments, the distance between points P and Z can be 1200mm, the value of L can be in the range of [280mm, 370mm], and the value of P can be in the range of [400mm, 700mm].

[0131] S203: Calculate and determine the dynamic tilt angle threshold based on the safety deviation angle and the acceleration.

[0132] Based on the above dynamic model analysis, when the deviation angle h of the overall vehicle force H is within the range of the safe deviation angle f, the multi-functional vehicle can ensure safe driving. It can be determined that the condition for the multi-functional vehicle to ensure safe driving is: h ≤ f

[0133] Where h represents the deviation angle of the overall vehicle force H, and f represents the safety deviation angle, and

[0134] The identification control unit 108 can calculate and determine the dynamic tilt angle threshold based on the aforementioned safe driving conditions.

[0135] Further analysis of the above safe driving conditions reveals that: tan(h) ≤ tan(f)

[0136] Where ma′ represents the inertial reaction force relative to the acceleration a of the multi-functional vehicle, and y represents the tilt angle of the multi-functional vehicle.

[0137] By transforming and analyzing the above formulas, we can obtain: a′+g*sin(y)≤tan(f)*g*sos(y) a′≤tan(f)*g*cos(y)-g*sin(y)

[0138] Where a′ is equal in magnitude and opposite in direction to the acceleration a, the safe range of the tilt angle can be determined as follows:

[0139] Therefore, the dynamic tilt angle threshold can be determined as:

[0140] Among them, T y Let f represent the dynamic tilt angle threshold, a represent the safety deviation angle, g represent the acceleration value, and α represent the gravitational acceleration value. Under the current acceleration α, the dynamic tilt angle threshold is T. y .

[0141] In some alternative embodiments, after determining the safe range of the tilt angle, the identification control unit 108 can set an adjustment coefficient as the dynamic tilt angle threshold based on the safe range.

[0142] The safe range for the tilt angle is:

[0143] Correspondingly, the dynamic tilt angle threshold can be set as follows:

[0144] Among them, T y The dynamic tilt angle threshold is represented by f, the safe deviation angle is represented by a, the acceleration value is represented by g, and the adjustment coefficient is represented by ξ. Generally, the adjustment coefficient ξ shown is taken as a value close to 1, for example, it can be set to 0.8, 0.85, 0.9, 0.95, etc.

[0145] By setting the adjustment coefficient, the dynamic tilt angle threshold can be set to an upper limit slightly lower than the safe tilt angle range. This setting allows the identification control unit 108 to detect rollover risks earlier, thereby improving the driving safety performance of the multi-functional vehicle. The value of the adjustment coefficient ξ can be flexibly adjusted by the user according to actual conditions.

[0146] Furthermore, considering that the multi-functional vehicle may experience vehicle bumps during operation, or that the acceleration and tilt angle data acquired by the sensor components may be subject to noise interference, potentially affecting the recognition results of the identification control unit 108 and causing it to misjudge a rollover risk, some optional embodiments of the multi-functional vehicle configure the identification control unit 108 to determine a rollover risk if the tilt angle exceeds the dynamic tilt angle threshold for a preset duration. The preset duration can be set to, for example, 1 second, 3 seconds, 5 seconds, etc., and can be flexibly set according to actual conditions. This configuration ensures that the identification control unit 108 is not affected by vehicle bumps or noise in the data acquired by the sensor components when identifying a rollover risk, thereby improving the operational stability of the identification control unit 108.

[0147] In some optional embodiments, an IMU can be used as the sensor component 106 to simultaneously acquire the tilt angle and acceleration information of the multi-functional vehicle. It should be noted that IMU components are generally expensive. Considering cost considerations in product manufacturing, in one or more optional embodiments of the multi-functional vehicle provided in this specification, the sensor component 106 may consist only of an acceleration sensor. The acceleration sensor is configured to acquire the three-axis acceleration components of the multi-functional vehicle in the corresponding Cartesian coordinate system and the acceleration determined by integrating the three-axis acceleration components.

[0148] Furthermore, the sensor assembly 106 can calculate and determine the tilt angle of the multi-functional vehicle based on the triaxial acceleration components acquired by the accelerometer. The sensor assembly 108 is configured to calculate and determine the triaxial tilt angle components of the multi-functional vehicle in the corresponding Cartesian coordinate system based on the triaxial acceleration components, and integrate the triaxial tilt angle components to determine the tilt angle of the multi-functional vehicle.

[0149] Referring to Figures 9-a, 9-b, 9-c, and 9-d, the method for determining the triaxial tilt components of the multi-functional vehicle in the corresponding Cartesian coordinate system based on the triaxial acceleration components includes:

[0150] Among them, A X，OUT A Y，OUT A Z，OUT The acceleration components of the multi-functional vehicle on the corresponding Cartesian coordinate system X, Y, and Z axes are shown in Figures 9-a, 9-b, 9-c, and 9-d, respectively. θ, ψ, and Φ represent the tilt components of the multi-functional vehicle on the corresponding Cartesian coordinate system X, Y, and Z axes, respectively.

[0151] Those skilled in the art will understand that the sensor assembly 106 can send the triaxial acceleration components to the identification control unit 108, which then calculates and determines the tilt angle of the multi-functional vehicle based on the triaxial acceleration components and the method described above.

[0152] In one or more optional embodiments of this specification, an accelerometer and / or gyroscope built into a mobile communication device may also be used as the sensor component 108. The mobile communication device may be, for example, a user's mobile phone, tablet, or other mobile communication terminal. These mobile communication devices are configured to communicate with the identification control unit 106 within the multi-functional vehicle, and remain relatively stationary with respect to the multi-functional vehicle during operation. In this case, the mobile communication device, acting as the sensor component 108, can accurately measure the acceleration and / or tilt angle information of the multi-functional vehicle.

[0153] Referring to Figures 10-a to 10-f, the acceleration sensor is very sensitive to changes in acceleration signal. During the operation of the multi-functional vehicle, due to factors such as vehicle bumps and vibrations, the acceleration signal collected by the acceleration sensor will have many spikes and peaks.

[0154] Figure 10-a shows a schematic diagram of the multi-functional vehicle traveling on a level surface. Correspondingly, Figure 10-b shows a schematic diagram of the changes in the three-axis acceleration components acquired by the acceleration sensor during the multi-functional vehicle's travel on a level surface.

[0155] Figure 10-c shows a schematic diagram of the multi-functional vehicle traveling uphill along a slope. Correspondingly, Figure 10-d shows a schematic diagram of the changes in the three-axis acceleration components acquired by the acceleration sensor during the process of the multi-functional vehicle traveling uphill along the slope.

[0156] Figure 10-e shows a schematic diagram of the multi-functional vehicle traveling downhill along a slope. Correspondingly, Figure 10-f shows a schematic diagram of the changes in the three-axis acceleration components acquired by the acceleration sensor during the process of the multi-functional vehicle traveling downhill along the slope.

[0157] In the acceleration Cartesian coordinate system corresponding to the accelerometer, the X-axis is parallel to the horizontal ground and perpendicular to the direction of travel of the multi-functional vehicle when it is on the horizontal ground; the Y-axis coincides with the direction of travel of the multi-functional vehicle when it is on the horizontal ground; and the Z-axis is vertical. The X-axis, Y-axis, and Z-axis constitute the Cartesian coordinate system.

[0158] Referring to Figures 10-b, 10-d, and 10-f, it can be seen that the triaxial acceleration component data acquired by the acceleration sensor fluctuates significantly during the operation of the multi-functional vehicle. Whether the identification control unit 108 uses the triaxial acceleration components to integrate and determine the acceleration of the multi-functional vehicle, or uses the triaxial acceleration components to calculate and determine the tilt angle of the multi-functional vehicle, the corresponding calculation results may exhibit large errors.

[0159] In this regard, in a multi-functional vehicle provided in one or more optional embodiments of this specification, the identification control unit 108 is further configured to perform filtering processing on the three-axis acceleration components before integrating and determining the acceleration of the multi-functional vehicle based on the three-axis acceleration components, or before calculating and determining the tilt angle of the multi-functional vehicle based on the three-axis acceleration components.

[0160] Referring to Figures 11-a, 11-b, and 11-c, when the identification control unit 108 performs filtering processing on the triaxial acceleration components, it can use one or more filtering methods to perform single-stage or multi-stage filtering. In the case of multi-stage filtering, the same or different filtering methods can be used to achieve series filtering, parallel filtering, or a series-parallel hybrid filtering.

[0161] Specifically, the filtering methods used by the identification control unit 108 during the filtering process include, but are not limited to, arithmetic mean filtering, extreme value removal average filtering, median recursive filtering, sliding window filtering, first-order numerical filtering, numerical integral filtering, Kalman filtering, and other methods.

[0162] Figure 12 shows the variation curves of the three-axis acceleration components after filtering by the identification control unit, taking the multi-functional vehicle traveling uphill as an example. It can be seen that spikes and sharp points in the variation curves of the three-axis acceleration components are well suppressed after filtering.

[0163] The identification control unit 108 uses the filtered triaxial acceleration components to integrate and determine the acceleration of the multi-functional vehicle, or calculates and determines the tilt angle of the multi-functional vehicle. The accuracy of the corresponding calculation results can be greatly improved, and the stability of the tilt identification control method performed by the identification control unit 108 can be effectively optimized.

[0164] In a multi-functional vehicle provided in one or more optional embodiments of this specification, the identification control unit 108, after calculating and determining the dynamic tilt angle threshold, is further configured to:

[0165] The static tilt angle threshold is calculated based on the friction coefficient of the drive wheel 10220, and the minimum value between the dynamic tilt angle threshold and the static tilt angle threshold is taken as the target threshold. The tilt angle is compared with the target threshold, and in response to the tilt angle exceeding the target threshold, the identification control unit is configured to determine that the multi-functional vehicle has a risk of rollover.

[0166] Referring to Figure 13, when the multi-functional vehicle is stationary or traveling at a low speed on a slope, one of the main factors maintaining vehicle stability is the friction between the drive wheels and the ground. To ensure the multi-functional vehicle remains stable on a slope, the friction force must be no less than the component of the vehicle's weight on the slope surface: F ≥ mg*sin(x)

[0167] Where F represents the frictional force acting on the multi-functional vehicle, m represents the total weight of the multi-functional vehicle, g represents the acceleration due to gravity, and x represents the tilt angle of the multi-functional vehicle.

[0168] The above formula can also be expressed as: mg*cos(x)*μ≥mg*sin(x)

[0169] Wherein, μ represents the coefficient of friction of the drive wheel 10220. In some optional embodiments, the coefficient of friction may take the range of [0.28, 0.33], for example.

[0170] Further analysis of the above formula yields:

[0171] The safe range for the tilt angle can be determined as: 0 ≤ x ≤ arctan(μ)

[0172] Therefore, the static tilt angle threshold can be determined as: T x -arctan(μ)

[0173] Where μ represents the coefficient of friction.

[0174] The dynamic tilt angle threshold and the static tilt angle threshold are illustrated below with specific examples.

[0175] Considering that the distance between points P and Z in the multi-functional vehicle is 1200mm, the value of L can be in the range of [280mm, 370mm], and the value of P can be in the range of [400mm, 700mm].

[0176] Taking L = 280mm and P = 700mm as an example, the safety deviation angle f is taken to its minimum value:

[0177] Taking L = 370mm and P = 400mm as an example, the safety deviation angle f reaches its maximum value:

[0178] It can be determined that the range of the safety deviation angle f is approximately 21.8° to 42.7°.

[0179] Considering that the friction coefficient μ ranges from [0.28, 0.33], using T x =arctan(μ) can be used to calculate and determine that the value range of the static tilt angle threshold is approximately 15.6° to 18.3°.

[0180] With the acceleration value being 2 m / s² 2 For example, according to the calculation formula of the dynamic tilt angle threshold:

[0181] Based on the range of the aforementioned safety deviation angle f, the range of the dynamic tilt angle threshold can be calculated to be approximately 10.89° to 34.09°.

[0182] When the dynamic tilt angle threshold is 10.89°, it is less than the static tilt angle threshold. The identification control unit 108 can compare the tilt angle with the dynamic tilt angle threshold to determine whether the multi-functional vehicle has a risk of overturning.

[0183] When the dynamic tilt angle threshold is 34.09°, it is greater than the static tilt angle threshold. The identification control unit 108 can compare the tilt angle with the static tilt angle threshold to determine whether the multi-functional vehicle has a risk of rollover.

[0184] The identification control unit 108 considers both the dynamic tilt angle threshold and the static tilt angle threshold, and compares the minimum value between the two as the target threshold. In this way, the multi-functional vehicle uses the identification control unit 108 for tilt recognition control, which can effectively avoid the risk of rollover and eliminate the risk of sideslip, thereby further improving the safety performance of the user when driving the multi-functional vehicle.

[0185] In a multi-functional vehicle provided in one or more optional embodiments of this specification, the identification control unit 108 is communicatively connected to the sensor assembly 106 and configured to acquire the tilt angle and acceleration of the multi-functional vehicle in real time. The identification control unit is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration, compare the tilt angle with the dynamic tilt angle threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result. The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle in response to the rollover risk to eliminate the rollover risk.

[0186] As shown in Figure 14, the method for tilt recognition control using the recognition control unit 108 in the multi-functional vehicle includes:

[0187] S301: By communicating with the sensor assembly, the tilt angle and acceleration of the multi-functional vehicle at the current moment are obtained in real time.

[0188] S302: Calculate and determine the corresponding dynamic tilt angle threshold based on the acceleration.

[0189] The dynamic tilt angle threshold includes multiple tilt angle step thresholds.

[0190] The multiple tilt angle thresholds are as follows: T y(n) =ε n T y0

[0191] Among them, T y(n) T represents the tilt angle threshold. y0 This represents the standard threshold for the tilt angle. The standard threshold for the tilt angle T... y0 The calculation is determined based on the safety deviation angle f and the acceleration.

[0192] ε n This represents the graded adjustment coefficient corresponding to the graded threshold of the tilt angle, where n∈{1,2,3,…}, ε n ∈(,1] and ε1>ε2>ε3>…, f represents the safety deviation angle, a represents the value of the acceleration, and g represents the value of the gravitational acceleration.

[0193] S303: Compare the tilt angle with the dynamic tilt angle threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result.

[0194] The identification control unit 108 compares the tilt angle with multiple tilt angle thresholds to determine the tilt angle range to which the tilt angle belongs, and determines the rollover risk level of the multi-functional vehicle based on the tilt angle range to which the tilt angle belongs.

[0195] The tilt angle range is determined based on the tilt angle step threshold, and multiple tilt angle ranges can be defined by multiple tilt angle step thresholds;

[0196] The various tilt angle ranges, ordered from highest to lowest, are as follows:

[0197] The multiple rollover risk levels corresponding to the multiple tilt angle ranges are respectively the first risk level, the second risk level, the third risk level, and so on.

[0198] Considering that the distance between points P and Z in the multi-functional vehicle is 1200mm, the value of L can be in the range of [280mm, 370mm], and the value of P can be in the range of [400mm, 700mm].

[0199] Taking L = 280mm and P = 700mm as an example, the safety deviation angle f is taken to its minimum value:

[0200] Taking L = 370mm and P = 400mm as an example, the safety deviation angle f reaches its maximum value:

[0201] It can be determined that the range of the safety deviation angle f is approximately 21.8° to 42.7°.

[0202] Considering that the friction coefficient μ ranges from [0.28, 0.33], using T x =arctan(μ) can be used to calculate and determine that the value range of the static tilt angle threshold is approximately 15.6° to 18.3°.

[0203] With the acceleration value being 2 m / s² 2 For example, according to the calculation formula of the standard threshold of the tilt angle:

[0204] Based on the range of the aforementioned safety deviation angle f, the range of the standard threshold value for the tilt angle can be calculated to be approximately 10.89° to 34.09°.

[0205] Hereinafter, the standard threshold value T of the tilt angle is used. y0 Let's take 20° as an example for explanation. The standard threshold value T for the tilt angle... y0 Based on this, through multiple step-by-step adjustment coefficients εn The adjustment can determine multiple tilt angle step thresholds, such as 15°, 17°, 19°, and 20°.

[0206] The tilt angle range can be divided into multiple ranges, and the multiple tilt angle ranges are ordered from high to low as follows:

[0207] [20°, 90°), [19°, 20°), [17°, 19°), [15°, 17°)

[0208] The corresponding rollover risk levels are the first risk level, the second risk level, the third risk level, and the fourth risk level, with the higher the tilt angle range in the order, the higher the risk level.

[0209] Considering the fluctuations in the tilt angle of the multi-functional vehicle during operation, directly determining the risk level based on the tilt angle range may lead to misjudgment. Therefore, considering the duration of the tilt angle change can improve the accuracy of risk level determination.

[0210] Therefore, in some alternative embodiments, before determining the rollover risk level of the multi-functional vehicle, the identification control unit 108 is further configured to record the duration for which the tilt angle is within the corresponding tilt angle range after determining the tilt angle range to which the tilt angle belongs; in response to the duration exceeding a preset duration, the identification control unit determines the rollover risk level of the multi-functional vehicle based on the tilt angle range to which the tilt angle belongs.

[0211] As shown in Figure 15, the method by which the identification control unit 108 determines the rollover risk level of the multi-functional vehicle includes:

[0212] S401: Compare the tilt angle with a plurality of tilt angle gradation thresholds to determine the tilt angle range to which the tilt angle belongs.

[0213] S402: Record the duration of the tilt angle being within the corresponding tilt angle range, and determine whether the duration exceeds a preset duration.

[0214] S403: In response to the duration exceeding a preset duration, determine the rollover risk level of the multi-functional vehicle based on the range of tilt angles to which the tilt angle belongs.

[0215] The preset durations corresponding to different tilt angle ranges are different. The preset durations corresponding to tilt angle ranges that are ranked earlier are shorter, that is, the lower the risk level, the longer the preset duration for judgment.

[0216] Taking multiple tilt angle ranges [20°, 90°), [19°, 20°), [17°, 19°), and [15°, 17°) as examples, the corresponding preset durations can be set to 0, 5s, 1s, 2s, and 3s, respectively. When the tilt angle is in the range of [15°, 17°) and the duration exceeds 3s, it can be determined that the multi-functional vehicle has a rollover risk of the fourth risk level; when the tilt angle is in the range of [17°, 19°) and the duration exceeds 2s, it can be determined that the multi-functional vehicle has a rollover risk of the third risk level; when the tilt angle is in the range of [19°, 20°) and the duration exceeds 1s, it can be determined that the multi-functional vehicle has a rollover risk of the second risk level; when the tilt angle exceeds 20°, is in the range of [20°, 90°), and the duration exceeds 0.5s, it can be determined that the multi-functional vehicle has a rollover risk of the first risk level.

[0217] S304: Control the driving state of the multi-functional vehicle in response to the rollover risk situation to eliminate the rollover risk.

[0218] The method by which the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the rollover risk in response to the rollover risk situation includes:

[0219] The identification control unit 108 suppresses the speed or acceleration of the multi-functional vehicle based on the rollover risk level. The higher the rollover risk level, the greater the degree of suppression of the speed or acceleration of the multi-functional vehicle by the identification control unit.

[0220] In some alternative embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of overturning.

[0221] In some alternative embodiments, the identification control unit 108 may suppress the speed of the multi-purpose vehicle based on different levels of rollover risk.

[0222] Referring to Figure 16-a, the following explanation will focus on the various risk levels mentioned in the above embodiments.

[0223] In response to determining that the multi-functional vehicle has a first-level risk of rollover, which is the highest risk of rollover, the identification control unit 108 also has the greatest degree of speed suppression for the multi-functional vehicle, and can control the speed of the multi-functional vehicle to reduce it to 0 or control it to a negative value.

[0224] In the highest risk level (Level 1), continued tilting of the multi-functional vehicle could easily lead to a rollover. Therefore, the identification control unit 108 can reduce the vehicle's speed to zero, keeping it stationary on the slope. Furthermore, in this situation, the identification control unit 108 can also control the multi-functional vehicle's speed to a negative value, effectively controlling it to reverse and move off the slope, thus exiting this high-risk situation.

[0225] In response to determining that the multi-purpose vehicle has a rollover risk of level two, the identification control unit 108 imposes a greater degree of speed suppression on the multi-purpose vehicle, controlling its speed to: V′=0.3*V

[0226] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0227] In the second risk level scenario, where the risk of rollover is high, the multi-functional vehicle may roll over if it continues to travel at an angle. Therefore, the identification control unit 108 can suppress the speed of the multi-functional vehicle, causing it to travel at a slow speed to ensure vehicle safety.

[0228] In response to determining that the multi-purpose vehicle has a rollover risk of level three, the identification control unit 108 suppresses the speed of the multi-purpose vehicle to a certain extent, controlling the speed of the multi-purpose vehicle to: V′=0.5*V

[0229] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0230] In response to determining that the multi-purpose vehicle has a rollover risk of level four, the identification control unit 108 reduces the degree of speed suppression of the multi-purpose vehicle and can control the speed of the multi-purpose vehicle to: V′=0.8*V

[0231] Wherein, V represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0232] Furthermore, in response to determining that the tilt angle is less than 15°, it can be determined that the multi-functional vehicle is not subject to a rollover wind direction. In this case, the identification control unit does not suppress the speed of the multi-functional vehicle, and the speed of the multi-functional vehicle remains at its original speed or target speed.

[0233] Referring to Figure 16-b, in some other alternative embodiments, when the identification control unit 108 controls the speed of the multi-functional vehicle for different risk levels, the speed after suppression control is negatively correlated with the tilt angle, that is, the larger the tilt angle, the lower the vehicle speed after suppression control.

[0234] Similarly, in some alternative embodiments, the identification control unit 108 can suppress the acceleration of the multi-purpose vehicle based on different levels of rollover risk.

[0235] In some alternative embodiments, the identification control unit 108 can adopt the same approach as the above embodiments to suppress the acceleration to different degrees for different risk levels. In the case of the highest risk level (first risk level), the identification control unit 108 can control the acceleration of the multi-functional vehicle to a negative value, that is, control the multi-functional vehicle to decelerate, or even reduce the vehicle speed to zero or a negative value by controlling the acceleration to be negative.

[0236] In the multi-functional vehicle, the identification control unit 108 compares the tilt angle with multiple tilt angle thresholds to determine the tilt angle range. Based on determining whether the multi-functional vehicle has a risk of rollover, it further clarifies the risk level and adopts different control strategies based on different risk levels to eliminate the risk of rollover. While ensuring the driving safety of the multi-functional vehicle, it meets the actual driving and control needs of the user as much as possible. This approach can effectively balance the driving safety, stability, and user control experience of the multi-functional vehicle.

[0237] Referring to Figure 3, a multi-functional vehicle provided in one or more optional embodiments of this specification further includes a sensor assembly 106 configured to acquire the tilt angle and acceleration of the multi-functional vehicle at a current moment. The tilt angle refers to the tilt angle in the direction of travel of the multi-functional vehicle.

[0238] In some alternative embodiments, the sensor assembly includes an accelerometer and an attitude sensor, the accelerometer being used to detect the acceleration of the multi-functional vehicle, and the attitude sensor being used to detect the tilt angle of the multi-functional vehicle. The sensor assembly may be an inertial measurement unit (IMU).

[0239] The multi-functional vehicle also includes an identification control unit 108. The identification control unit 108 can be a vehicle control unit (VCU) or a separate unit. The identification control unit 108 is communicatively connected to the sensor assembly 106 and is configured to calculate and determine a corresponding dynamic acceleration threshold based on the tilt angle. The acceleration is compared with the dynamic acceleration threshold; in response to the acceleration exceeding the dynamic acceleration threshold, the identification control unit 108 is configured to determine that the multi-functional vehicle has a rollover risk.

[0240] After determining that the multi-functional vehicle has a risk of tipping over, the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the risk of tipping over. In some optional embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of tipping over, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of tipping over.

[0241] As shown in Figure 17, the method for tilt recognition control using the recognition control unit 108 in the multi-functional vehicle includes:

[0242] S501: By communicating with the sensor assembly, the tilt angle and acceleration of the multi-functional vehicle at the current moment are obtained in real time.

[0243] S502: Calculate and determine the corresponding dynamic acceleration threshold based on the tilt angle.

[0244] S503: Compare the acceleration with the dynamic acceleration threshold to determine whether the acceleration at the current moment exceeds the corresponding dynamic acceleration threshold.

[0245] S504: In response to the acceleration exceeding the dynamic acceleration threshold, it is determined that the multi-functional vehicle is at risk of rollover.

[0246] S505: If it is determined that the multi-functional vehicle has a risk of overturning, the driving state of the multi-functional vehicle shall be controlled to eliminate the risk of overturning.

[0247] In some alternative embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of overturning.

[0248] In a multi-functional vehicle provided in this specification, the sensor assembly acquires the vehicle's tilt angle and acceleration in real time. A corresponding dynamic acceleration threshold is calculated and determined based on the tilt angle at the current moment. The acceleration is compared with the dynamic acceleration threshold to determine if the multi-functional vehicle has a rollover risk. If a rollover risk is identified, the vehicle's driving state is controlled, thereby promptly eliminating the rollover risk, ensuring safe and stable driving, and improving the user's driving safety. The dynamic acceleration threshold is calculated based on the vehicle's safe deviation angle and the real-time acquired tilt angle, and can be dynamically updated for the tilt angle. Risk identification based on the dynamic acceleration threshold can, while ensuring the driving safety of the multi-functional vehicle, meet the user's actual driving needs as much as possible, optimizing the user experience.

[0249] Considering that in real-world applications, users driving multi-functional vehicles inherently need to navigate inclines and slopes, when the multi-functional vehicle is traveling on an incline, the user's driving intentions will cause the vehicle to accelerate to a certain speed. If the preset acceleration threshold is set too low, it may fail to meet the user's actual needs, and the actual driving performance of the multi-functional vehicle may not satisfy the user's driving intentions.

[0250] For example, if the acceleration threshold is set too low, it may lead to misjudgments of safety risks, thus restricting the vehicle's normal operation and preventing it from reaching the user's desired speed. This hinders or violates the user's normal driving intentions, significantly negatively impacting the driving experience. Conversely, if the preset acceleration threshold is set too high, it may fail to detect rollover risks in a timely manner, negating the purpose of tilt angle recognition and slope safety control. Therefore, scientifically and accurately setting a reasonable threshold is of great significance.

[0251] It should be noted that if the specific value of the acceleration threshold is set by those skilled in the art based on empirical summaries, or based on the results of a limited number of experimental tests, such a preset threshold method is not scientific and reasonable, and also has certain limitations.

[0252] Therefore, in a multi-functional vehicle provided in one or more optional embodiments of the specification, the identification control unit 108 calculates and determines the corresponding dynamic acceleration threshold based on the tilt angle determined by real-time measurement, so as to ensure the scientific rationality and universality of the set threshold.

[0253] In some alternative embodiments, the identification control unit 108 is configured to calculate and determine a corresponding dynamic acceleration threshold based on the tilt angle, including:

[0254] The identification control unit 108 is configured to determine a safe deviation angle based on the center of gravity position of the multi-functional vehicle, and to calculate and determine the dynamic acceleration threshold based on the safe deviation angle and the tilt angle.

[0255] Referring to Figure 18, in a multi-functional vehicle provided by one or more optional embodiments of this specification, the method by which the identification control unit 108 calculates and determines the corresponding dynamic acceleration threshold based on the tilt angle includes:

[0256] S601: Determine the center of gravity position of the multi-functional vehicle.

[0257] S602: Determine the safe deviation angle based on the center of gravity position of the multi-functional vehicle.

[0258] Referring to Figure 8, a dynamic model analysis is performed on the multi-functional vehicle. During operation, the contact points between the front wheels and the drive wheels 10220 of the multi-functional vehicle and the ground are points P and Z, respectively, and the center of gravity of the multi-functional vehicle is point G. Taking point G as the starting point, the direction perpendicular to the ground and the direction of the line connecting point G and point Z constitute the safety deviation angle, defined as the safety deviation angle f. During vehicle operation, under the influence of the corresponding inertial reaction force of acceleration, when the deviation angle h of the overall vehicle force H is within the range of the safety deviation angle f, the multi-functional vehicle can ensure safe operation. When the overall vehicle force H deviates beyond the range of the safety deviation angle f, through force decomposition analysis, a component force perpendicular to the line connecting points G and Z and directed towards the rear of the vehicle will appear. In this case, the multi-functional vehicle is at risk of overturning.

[0259] The identification control unit 108 is configured to determine the safety deviation angle based on the center of gravity position of the multi-functional vehicle. The method for determining the safety deviation angle includes:

[0260] The safety deviation angle is:

[0261] Where f represents the safety deviation angle, L represents the offset distance between the center of gravity of the multi-functional vehicle and the contact point between the drive wheel and the ground in the extension direction of the frame, and p represents the height of the center of gravity relative to the ground.

[0262] It should be noted that the center of gravity G of the multi-functional vehicle varies depending on the vehicle load, the number of battery packs of different sizes in the power system 104, the user's height and weight, etc. For example, in some optional embodiments, the distance between points P and Z can be 1200mm, the value of L can be in the range of [280mm, 370mm], and the value of P can be in the range of [400mm, 700mm].

[0263] S603: Calculate and determine the dynamic acceleration threshold based on the safety deviation angle and the tilt angle.

[0264] The dynamic acceleration threshold is: T a = g(tan(f)*cos(y)-sin(y))

[0265] Among them, T a The value represents the dynamic acceleration threshold, f represents the safety deviation angle, y represents the tilt angle, and g represents the gravitational acceleration.

[0266] Referring to Figure 8, similar to the dynamic model analysis of the multi-functional vehicle described above, it can be determined that when the deviation angle h of the overall vehicle force H is within the range of the safe deviation angle f, the multi-functional vehicle can ensure safe driving.

[0267] The condition for ensuring safe operation of the multi-functional vehicle can be determined as follows: h ≤ f

[0268] Where h represents the deviation angle of the overall vehicle force H, and f represents the safety deviation angle, and

[0269] Further analysis reveals that: tan(h) ≤ tan(f)

[0270] Where ma′ represents the inertial reaction force relative to the acceleration a of the multi-functional vehicle, and y represents the tilt angle of the multi-functional vehicle.

[0271] By transforming and analyzing the above formulas, we can obtain: a′+g*sin(y)≤tan(f)*g*cos(y) a′≤tan(f)*g*cos(y)-g*sin(y)

[0272] Where a′ is equal in magnitude and opposite in direction to the acceleration a, the safe range of V′ can be determined as: a′≤(tan(f)*cos(y)-sin(y)).

[0273] That is, the safe range of the acceleration a is: a≤g(tan(f)*cos(y)-sin(y)).

[0274] Therefore, the dynamic acceleration threshold can be determined as: T a = g(tan(f)*cos(y)-sin(y))

[0275] Among them, T aLet f represent the dynamic acceleration threshold, y represent the safe deviation angle, g represent the tilt angle, and y represent the gravitational acceleration. Under the current tilt angle y, the dynamic acceleration threshold is T. a .

[0276] In some alternative embodiments, after determining the safe range of the acceleration, an adjustment coefficient can be set as the dynamic acceleration threshold based on the safe range.

[0277] The safe range for the acceleration is: a≤g(tan(f)*cos(y)-sin(y))

[0278] Correspondingly, the dynamic acceleration threshold can be set as: T a =γ*g(tan(f)*cos(y)-sin(y))

[0279] Among them, T a Here, f represents the dynamic acceleration threshold, y represents the safety deviation angle, g represents the tilt angle, and γ represents the gravitational acceleration. γ ∈ (0, 1). Generally, the adjustment coefficient γ is set to a value close to 1, for example, it can be set to 0.8, 0.85, 0.9, 0.95, etc.

[0280] By setting the adjustment coefficient, the dynamic acceleration threshold can be set to an upper limit slightly lower than the safe range of the tilt angle. This setting allows the identification control unit 108 to detect the risk of rollover earlier, thereby improving the driving safety performance of the multi-functional vehicle. The value of the adjustment coefficient γ can be flexibly adjusted by the user according to the actual situation.

[0281] Furthermore, considering that the multi-functional vehicle may experience vehicle bumps during operation, or that the acceleration and tilt angle data acquired by the sensor components may be subject to noise interference, potentially affecting the recognition results of the identification control unit 108 and causing it to misjudge a rollover risk. To address this, in some optional embodiments of the multi-functional vehicle, the identification control unit 108 is configured to determine a rollover risk if the acceleration exceeds the dynamic acceleration threshold for a preset duration. The preset duration can be set to, for example, 1 second, 3 seconds, 5 seconds, etc., and can be flexibly set according to actual conditions. This configuration ensures that the identification control unit 108 is not affected by vehicle bumps or noise in the data acquired by the sensor components when identifying a rollover risk, thereby improving the operational stability of the identification control unit 108.

[0282] The identification control unit 108 can control the driving state of the multi-functional vehicle to eliminate the risk of rollover when it detects a risk of rollover. In some optional embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of rollover, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of rollover.

[0283] In some alternative embodiments, the identification control unit 108 may perform feedback adjustment control on the walking drive component 1022 after calculating and determining the dynamic acceleration threshold, so that the acceleration of the multi-functional vehicle does not exceed the dynamic acceleration threshold, thereby actively avoiding the risk of rollover and ensuring the safe and stable driving of the multi-functional vehicle.

[0284] In a multi-functional vehicle provided in this embodiment, the sensor assembly acquires the vehicle's tilt angle and acceleration in real time. A corresponding dynamic acceleration threshold is calculated and determined based on the tilt angle at the current moment. The acceleration is compared with the dynamic acceleration threshold to determine if the multi-functional vehicle has a rollover risk. If a rollover risk is identified, the vehicle's driving state is controlled, thereby promptly eliminating or actively avoiding the rollover risk, ensuring safe and stable driving, and improving the user's driving safety. The dynamic acceleration threshold is calculated based on the vehicle's safe deviation angle and the real-time acquired tilt angle, and can be dynamically updated for the tilt angle. Risk identification based on the dynamic acceleration threshold can, while ensuring the driving safety of the multi-functional vehicle, meet the user's actual driving needs as much as possible, optimizing the user experience.

[0285] Similarly, the dynamic acceleration threshold is illustrated below with specific embodiments. The safe deviation angle f ranges approximately from 21.8° to 42.7°.

[0286] Taking a tilt angle of 15° as an example, according to the calculation formula of the dynamic acceleration threshold: T a = g(tan(f)*cos(y)-sin(y))

[0287] By combining the range of values ​​for the aforementioned safety deviation angle f, the dynamic acceleration threshold T can be calculated and determined. a The value range is approximately 1.25 / s 2 Up to 6.22 m / s 2 For example, the dynamic acceleration threshold T a The value is 5m / s2 The identification control unit 108 can monitor the acceleration of the multi-functional vehicle in real time, and when the acceleration exceeds 5 m / s², it will detect the acceleration. 2 At that time, it was determined that the multi-functional vehicle was at risk of overturning.

[0288] Alternatively, the identification control unit 108 determines the dynamic acceleration threshold T. a The value is 5m / s 2 Subsequently, feedback adjustment control is performed on the walking drive component 1022 to keep the acceleration of the multi-functional vehicle consistently at 5 m / s². 2 The following measures are taken to proactively avoid the risk of rollover and ensure the safe and stable operation of the multi-functional vehicle.

[0289] In one or more optional embodiments of this specification, a multi-functional vehicle is provided, wherein the identification control unit 108 is communicatively connected to the sensor assembly 106 and configured to acquire the tilt angle and acceleration of the multi-functional vehicle in real time. The identification control unit is further configured to calculate and determine a corresponding dynamic acceleration threshold based on the tilt angle, compare the acceleration with the dynamic acceleration threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result. The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle in response to the rollover risk to eliminate the rollover risk.

[0290] As shown in Figure 19, the method for tilt recognition control using the recognition control unit 108 in the multi-functional vehicle includes:

[0291] S701: By communicating with the sensor assembly, the tilt angle and acceleration of the multi-functional vehicle at the current moment are obtained in real time.

[0292] S702: Calculate and determine the corresponding dynamic acceleration threshold based on the tilt angle.

[0293] The dynamic acceleration threshold includes multiple acceleration step thresholds.

[0294] The multiple acceleration order thresholds are as follows: T a(n) =ρ n T a0

[0295] T a0 = g(tan(f)*cos(y)-sin(y))

[0296] Among them, T a(n) T represents the acceleration order threshold. a0 ρ represents the standard threshold for acceleration. nThis represents the order adjustment coefficient corresponding to the acceleration order threshold, where n∈{1, 2, 3, ...}, ρ n ∈(0,1] and ρ1>ρ2>ρ3>…, f represents the safety deviation angle, y represents the value of the tilt angle, and g represents the value of gravitational acceleration.

[0297] S703: Compare the acceleration with the dynamic acceleration threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result.

[0298] The identification control unit 108 compares the acceleration with multiple acceleration step thresholds to determine the acceleration range to which the acceleration belongs, and determines the rollover risk level of the multi-functional vehicle based on the acceleration range to which the acceleration belongs.

[0299] The acceleration range is determined based on the acceleration step threshold, and multiple acceleration ranges can be defined by multiple acceleration step thresholds;

[0300] The various acceleration ranges, ordered from highest to lowest, are as follows: [ρ1T a0 ,I∞),[ρ2T a0 ,ρ1T a0 ), [ρ3T a0 ,ρ2T a0 ),…,[ρ n T a0 ,ρ n-1 T a0 ), (∞, ρ n T a0 );

[0301] The multiple rollover risk levels corresponding to the multiple acceleration ranges are respectively the first risk level, the second risk level, the third risk level, and so on.

[0302] Based on the aforementioned range of values ​​for the safety deviation angle f, the dynamic acceleration threshold T can be calculated and determined. a The value range is approximately 1.25 m / s 2 Up to 6.22 m / s 2 .

[0303] Hereinafter, the acceleration standard threshold T is used. a0 Value 5m / s 2 Let's take an example to illustrate.

[0304] The acceleration standard threshold T a0 Based on this, through multiple step-by-step adjustment coefficients ρ n The adjustment can determine multiple acceleration step thresholds, such as 4.3 m / s².2 4.5m / s 2 4.8m / s 2 5m / s 2 .

[0305] This can be divided into multiple acceleration ranges, which are ordered from high to low as follows: [5m / s²] 2 (+∞), [4.8m / s 2 5m / s 2 ), [4.5m / s 2 4.8m / s 2 ), [4.3m / s 2 4.5m / s 2 )

[0306] The corresponding rollover risk levels are the first risk level, the second risk level, the third risk level, and the fourth risk level, with the higher the acceleration range in the order, the higher the risk level.

[0307] Considering the fluctuations in the acceleration of the multi-functional vehicle during operation, directly determining the risk level based on the acceleration range itself carries the potential for misjudgment. Therefore, considering the duration of acceleration fluctuations can improve the accuracy of risk level assessment.

[0308] Therefore, in some alternative embodiments, before determining the rollover risk level of the multi-functional vehicle, the identification control unit 108 is further configured to record the duration for which the acceleration is within the corresponding acceleration range after determining the acceleration range to which the acceleration belongs; in response to the duration exceeding a preset duration, the identification control unit determines the rollover risk level of the multi-functional vehicle based on the acceleration range to which the acceleration belongs.

[0309] As shown in Figure 20, the method by which the identification control unit 108 determines the rollover risk level of the multi-functional vehicle includes:

[0310] S801: Compare the acceleration with a plurality of acceleration gradation thresholds to determine the acceleration range to which the acceleration belongs.

[0311] S802: Record the duration of the acceleration being within the corresponding acceleration range, and determine whether the duration exceeds a preset duration.

[0312] S803: In response to the duration exceeding a preset duration, determine the rollover risk level of the multi-functional vehicle based on the acceleration range to which the acceleration belongs.

[0313] The preset durations corresponding to different acceleration ranges are different. The preset durations corresponding to acceleration ranges that are ranked earlier are shorter, that is, the lower the risk level, the longer the preset duration for judgment.

[0314] With multiple acceleration ranges [5m / s] 2 (+∞), [4.8m / s 2 5m / s 2 ), [4.5m / s 2 4.8 / s 2 ), [4.3m / s 2 4.5m / s 2 For example, the corresponding preset duration can be set to 0, 5s, 1s, 2s, and 3s respectively.

[0315] When the acceleration is at [4.3 m / s²] 2 4.5m / s 2 If the acceleration is within the range and the duration exceeds 3 seconds, it can be determined that the multi-functional vehicle has a rollover risk of level four; when the acceleration is within [4.5 / s²], it indicates a rollover risk. 2 4.8m / s 2 If the acceleration is within the range and the duration exceeds 2 seconds, it can be determined that the multi-functional vehicle has a rollover risk of level three; when the acceleration is within [4.8 m / s²], it indicates a rollover risk. 2 5m / s 2 If the acceleration exceeds 5 m / s² and the duration exceeds 1 second, the multi-functional vehicle is considered to have a second-level risk of rollover. 2 , at [5m / s 2 If the overturning risk is within the range of +∞ and lasts for more than 0.5s, it can be determined that the multi-functional vehicle has a rollover risk of the first risk level.

[0316] S804: Control the driving state of the multi-functional vehicle in response to the rollover risk situation to eliminate the rollover risk.

[0317] The method by which the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the rollover risk in response to the rollover risk situation includes:

[0318] The identification control unit 108 suppresses the speed or acceleration of the multi-functional vehicle based on the rollover risk level. The higher the rollover risk level, the greater the degree of suppression of the speed or acceleration of the multi-functional vehicle by the identification control unit.

[0319] In some alternative embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of overturning.

[0320] In some alternative embodiments, the identification control unit 108 may suppress the speed of the multi-purpose vehicle based on different levels of rollover risk.

[0321] Referring to Figure 16-a, the following explanation will focus on the various risk levels mentioned in the above embodiments.

[0322] In response to determining that the multi-functional vehicle has a first-level risk of rollover, which is the highest risk of rollover, the identification control unit 108 also has the greatest degree of speed suppression for the multi-functional vehicle, and can control the speed of the multi-functional vehicle to reduce it to 0 or control it to a negative value.

[0323] In the highest risk level (Level 1), continued tilting of the multi-functional vehicle could easily lead to a rollover. Therefore, the identification control unit 108 can reduce the vehicle's speed to zero, keeping it stationary on the slope. Furthermore, in this situation, the identification control unit 108 can also control the multi-functional vehicle's speed to a negative value, effectively controlling it to reverse and move off the slope, thus exiting this high-risk situation.

[0324] In response to determining that the multi-purpose vehicle has a rollover risk of level two, the identification control unit 108 imposes a greater degree of speed suppression on the multi-purpose vehicle, controlling its speed to: V′=0.3*V

[0325] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0326] In the second risk level scenario, where the risk of rollover is high, the multi-functional vehicle may roll over if it continues to travel at an angle. Therefore, the identification control unit 108 can suppress the speed of the multi-functional vehicle, causing it to travel at a slow speed to ensure vehicle safety.

[0327] In response to determining that the multi-purpose vehicle has a rollover risk of level three, the identification control unit 108 suppresses the speed of the multi-purpose vehicle to a certain extent, controlling the speed of the multi-purpose vehicle to: V′=0.5*V

[0328] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0329] In response to determining that the multi-functional vehicle has a rollover risk of level four, the identification control unit 108 reduces the degree of speed suppression of the multi-functional vehicle and controls the speed of the multi-functional vehicle as follows: V′=0.8*V, where V′ represents the speed after suppression by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0330] Furthermore, in response to determining that the acceleration is below 4.3 m / s² 2 If the wind direction is not favorable for the multi-functional vehicle to tip over, the identification control unit will not suppress the speed of the multi-functional vehicle; the vehicle will maintain its original speed or target speed.

[0331] Referring to Figure 16-b, in some alternative embodiments, when the identification control unit 108 controls the speed of the multi-functional vehicle for different risk levels, the speed after suppression control is negatively correlated with the acceleration before suppression, that is, the greater the acceleration before suppression, the higher the degree of suppression of acceleration.

[0332] Similarly, in some alternative embodiments, the identification control unit 108 can suppress the acceleration of the multi-purpose vehicle based on different levels of rollover risk.

[0333] In some alternative embodiments, the identification control unit 108 may adopt the same approach as the above embodiments to suppress the acceleration to different degrees for different risk levels.

[0334] In the multi-functional vehicle, the identification control unit 108 compares the acceleration with multiple acceleration thresholds to determine the acceleration range. Based on determining whether the multi-functional vehicle has a risk of rollover, it further clarifies the risk level and adopts different control strategies based on different risk levels to eliminate the risk of rollover. While ensuring the driving safety of the multi-functional vehicle, it meets the actual driving and control needs of the user as much as possible. This approach can effectively balance the driving safety, stability, and user control experience of the multi-functional vehicle.

[0335] Referring to Figure 3, a multi-functional vehicle provided in one or more optional embodiments of this specification includes a sensor assembly 106. The sensor assembly 106 is configured to determine a predicted tilt angle and predicted acceleration for the next time point by real-time tracking and monitoring the tilt angle and acceleration of the multi-functional vehicle.

[0336] The multi-functional vehicle also includes an identification control unit 108. The identification control unit 108 is communicatively connected to the sensor assembly 106 to obtain the predicted tilt angle and the predicted acceleration.

[0337] In some alternative embodiments, the identification control unit 108 may acquire real-time tracking and monitoring data of the tilt angle and acceleration of the multi-functional vehicle by the sensor assembly 106, and determine the predicted tilt angle and predicted acceleration at the next time point based on this real-time tracking and monitoring data.

[0338] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the predicted acceleration, compare the predicted tilt angle with the dynamic tilt angle threshold, and in response to the predicted tilt angle exceeding the dynamic tilt angle threshold, the identification control unit is configured to determine that the multi-functional vehicle has a risk of overturning.

[0339] The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle to eliminate the risk of rollover after determining that the multi-functional vehicle has a risk of rollover.

[0340] As shown in Figure 21, in a multi-functional vehicle provided by one or more optional embodiments of this specification, a method for tilt recognition control using the recognition control unit 108 includes:

[0341] S901: By communicating with the sensor assembly, obtain the predicted tilt angle and predicted acceleration of the multi-functional vehicle at the next time point.

[0342] S902: Calculate and determine the corresponding dynamic tilt angle threshold based on the predicted acceleration.

[0343] The identification control unit 1208 can determine the safe deviation angle based on the center of gravity position of the multi-functional vehicle, and calculate and determine the dynamic tilt angle threshold based on the safe deviation angle and the predicted acceleration.

[0344] The center of gravity G of the multi-functional vehicle varies depending on factors such as vehicle load, the number of battery packs of different sizes in the power system 104, and the user's height and weight.

[0345] The safety deviation angle is:

[0346] Where f represents the safety deviation angle, L represents the offset distance between the center of gravity of the multi-functional vehicle and the contact point between the drive wheel and the ground in the extension direction of the frame, and P represents the height of the center of gravity relative to the ground.

[0347] The dynamic tilt angle threshold is:

[0348] Among them, T y The dynamic tilt angle threshold is represented by f, the safe deviation angle is represented by a, the predicted acceleration value is represented by g, and the g value is represented by gravitational acceleration.

[0349] In some alternative embodiments, the method by which the identification control unit 108 calculates and determines the dynamic tilt angle threshold based on the safety deviation angle and the predicted acceleration includes:

[0350] The dynamic tilt angle threshold is:

[0351] Among them, T y Let f represent the dynamic tilt angle threshold, a represent the safe deviation angle, g represent the predicted acceleration value, and ξ represent the gravitational acceleration value, where ξ∈(0,1).

[0352] S903: Compare the predicted tilt angle with the dynamic tilt angle threshold to determine whether the predicted tilt angle at the next time point exceeds the corresponding dynamic tilt angle threshold.

[0353] S904: In response to the predicted tilt angle exceeding the dynamic tilt angle threshold, it is determined that the multi-functional vehicle is at risk of rollover.

[0354] In some alternative embodiments, the identification control unit 108 is further configured to calculate and determine a static tilt angle threshold based on the friction coefficient of the drive wheel 10220, and use the minimum value between the dynamic tilt angle threshold and the static tilt angle threshold as a target threshold. The identification control unit 108 compares the predicted tilt angle with the target threshold, and in response to the predicted tilt angle exceeding the target threshold, determines that the multi-functional vehicle has a risk of rollover.

[0355] The method by which the identification control unit 108 calculates and determines the static tilt angle threshold based on the friction coefficient of the drive wheel 10220 includes:

[0356] The static tilt angle threshold is: T x =arctan(μ)

[0357] Where μ represents the coefficient of friction.

[0358] S905: If it is determined that the multi-functional vehicle has a risk of overturning, the driving state of the multi-functional vehicle shall be controlled to eliminate the risk of overturning.

[0359] The identification control unit 108 can control the walking component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of rollover in advance.

[0360] In a multi-functional vehicle provided in this embodiment, the sensor assembly is used to track and monitor the vehicle's tilt angle and acceleration in real time, thereby determining the predicted tilt angle and predicted acceleration at the next time point. Based on the predicted acceleration, a corresponding dynamic tilt angle threshold is calculated and determined. The predicted tilt angle is compared with the dynamic tilt angle threshold to determine whether the multi-functional vehicle has a rollover risk. If a rollover risk is determined, the vehicle's driving state is controlled. This method can detect potential rollover risks early, thereby eliminating them in advance, better ensuring safe and stable vehicle operation, and improving the safety performance of the user driving the multi-functional vehicle. The dynamic tilt angle threshold is calculated and determined based on the safe deviation angle of the multi-functional vehicle and the predicted acceleration, and can be dynamically updated based on the predicted acceleration. Risk identification based on the dynamic tilt angle threshold can, while ensuring the driving safety of the multi-functional vehicle, meet the user's actual driving needs as much as possible, optimizing the user experience.

[0361] In a multi-functional vehicle provided in one or more optional embodiments of this specification, the identification control unit 108 is communicatively connected to the sensor assembly 106 to obtain the predicted tilt angle and predicted acceleration of the multi-functional vehicle at the next time point. The identification control unit 108 is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the predicted acceleration, compare the predicted tilt angle with the dynamic tilt angle threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result. The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle in response to the rollover risk to eliminate the rollover risk.

[0362] As shown in Figure 22, the method for tilt recognition control using the recognition control unit 108 in the multi-functional vehicle includes:

[0363] S1001: By communicating with the sensor assembly, obtain the predicted tilt angle and predicted acceleration of the multi-functional vehicle at the next time point.

[0364] S1002: Calculate and determine the corresponding dynamic tilt angle threshold based on the predicted acceleration.

[0365] The dynamic tilt angle threshold includes multiple tilt angle step thresholds.

[0366] The multiple tilt angle thresholds are as follows: T y(n) =ε n T y0

[0367] Among them, T y(n) T represents the tilt angle threshold. y0 This represents the standard threshold for the tilt angle. The standard threshold for the tilt angle T... y0 The calculation is based on the safety deviation angle f and the predicted acceleration.

[0368] ε n This represents the graded adjustment coefficient corresponding to the graded threshold of the tilt angle, where n∈{1,2,3,…}, ε n ∈(0,1] and ε1>ε2>ε3>…, f represents the safety deviation angle, a represents the value of the predicted acceleration, and g represents the value of gravitational acceleration.

[0369] S1003: Compare the predicted tilt angle with the dynamic tilt angle threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result.

[0370] The identification control unit 108 compares the predicted tilt angle with multiple tilt angle tier thresholds to determine the tilt angle range to which the predicted tilt angle belongs, and determines the rollover risk level of the multi-functional vehicle based on the tilt angle range to which the predicted tilt angle belongs.

[0371] The tilt angle range is determined based on the tilt angle step threshold, and multiple tilt angle ranges can be defined by multiple tilt angle step thresholds;

[0372] The various tilt angle ranges, ordered from highest to lowest, are as follows:

[0373] The multiple rollover risk levels corresponding to the multiple tilt angle ranges are respectively the first risk level, the second risk level, the third risk level, and so on.

[0374] Hereinafter, the standard threshold value T of the tilt angle is used. y0 Let's take 20° as an example for explanation. The standard threshold value T for the tilt angle... y0 Based on this, through multiple step-by-step adjustment coefficients ε nThe adjustment can determine multiple tilt angle step thresholds, such as 15°, 17°, 19°, and 20°.

[0375] The tilt angle range can be divided into multiple ranges, and the multiple tilt angle ranges are ordered from high to low as follows:

[0376] [20°, 90°), [19°, 20°), [17°, 19°), [15°, 17°)

[0377] The corresponding rollover risk levels are the first risk level, the second risk level, the third risk level, and the fourth risk level, with the higher the tilt angle range in the order, the higher the risk level.

[0378] Considering the volatility of the predicted tilt angle of the multi-functional vehicle during operation, directly determining the risk level based on the predicted tilt angle's range may lead to misjudgment. Therefore, considering the duration of the predicted tilt angle can improve the accuracy of risk level determination.

[0379] Therefore, in some alternative embodiments, before determining the rollover risk level of the multi-functional vehicle, the identification control unit 108 is further configured to record the duration for which the predicted tilt angle is within the corresponding tilt angle range after determining the tilt angle range to which the predicted tilt angle belongs; in response to the duration exceeding a preset duration, the identification control unit determines the rollover risk level of the multi-functional vehicle based on the tilt angle range to which the predicted tilt angle belongs.

[0380] As shown in Figure 23, the method by which the identification control unit 108 determines the rollover risk level of the multi-functional vehicle includes:

[0381] S1101: The predicted tilt angle is compared with multiple tilt angle gradation thresholds to determine the tilt angle range to which the predicted tilt angle belongs.

[0382] S1102: Record the duration for which the predicted tilt angle is within the corresponding tilt angle range, and determine whether the duration exceeds a preset duration.

[0383] S1103: In response to the duration exceeding a preset duration, determine the rollover risk level of the multi-functional vehicle based on the range of tilt angles to which the predicted tilt angle belongs.

[0384] The preset durations corresponding to different tilt angle ranges are different. The preset durations corresponding to tilt angle ranges that are ranked earlier are shorter, that is, the lower the risk level, the longer the preset duration for judgment.

[0385] Taking multiple tilt angle ranges [20°, 90°), [19°, 20°), [17°, 19°), and [15°, 17°) as examples, the corresponding preset durations can be set to 0, 5s, 1s, 2s, and 3s, respectively. When the predicted tilt angle is in the range of [15°, 17°) and the duration exceeds 3s, it can be determined that the multi-functional vehicle has a rollover risk of the fourth risk level; when the predicted tilt angle is in the range of [17°, 19°) and the duration exceeds 2s, it can be determined that the multi-functional vehicle has a rollover risk of the third risk level; when the predicted tilt angle is in the range of [19°, 20°) and the duration exceeds 1s, it can be determined that the multi-functional vehicle has a rollover risk of the second risk level; when the predicted tilt angle exceeds 20°, is in the range of [20°, 90°), and the duration exceeds 0.5s, it can be determined that the multi-functional vehicle has a rollover risk of the first risk level.

[0386] S1004: Control the driving state of the multi-functional vehicle in response to the rollover risk situation to eliminate the rollover risk.

[0387] The method by which the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the rollover risk in response to the rollover risk situation includes:

[0388] The identification control unit 108 suppresses the speed or acceleration of the multi-functional vehicle based on the rollover risk level. The higher the rollover risk level, the greater the degree of suppression of the speed or acceleration of the multi-functional vehicle by the identification control unit.

[0389] In some alternative embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of overturning.

[0390] In some alternative embodiments, the identification control unit 108 may suppress the speed of the multi-purpose vehicle based on different levels of rollover risk.

[0391] Referring to Figure 24-a, the following explanation will focus on the various risk levels mentioned in the above embodiments.

[0392] In response to determining that the multi-functional vehicle has a first-level risk of rollover, which is the highest risk of rollover, the identification control unit 108 also has the greatest degree of speed suppression for the multi-functional vehicle, and can control the speed of the multi-functional vehicle to reduce it to 0 or control it to a negative value.

[0393] In the highest risk level (Level 1), continued tilting of the multi-functional vehicle could easily lead to a rollover. Therefore, the identification control unit 108 can reduce the vehicle's speed to zero, keeping it stationary on the slope. Furthermore, in this situation, the identification control unit 108 can also control the multi-functional vehicle's speed to a negative value, effectively controlling it to reverse and move off the slope, thus exiting this high-risk situation.

[0394] In response to determining that the multi-purpose vehicle has a rollover risk of level two, the identification control unit 108 imposes a greater degree of speed suppression on the multi-purpose vehicle, controlling its speed to: V′=0.3*V

[0395] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0396] In the second risk level scenario, where the risk of rollover is high, the multi-functional vehicle may roll over if it continues to travel at an angle. Therefore, the identification control unit 108 can suppress the speed of the multi-functional vehicle, causing it to travel at a slow speed to ensure vehicle safety.

[0397] In response to determining that the multi-purpose vehicle has a rollover risk of level three, the identification control unit 108 suppresses the speed of the multi-purpose vehicle to a certain extent, controlling the speed of the multi-purpose vehicle to: V′=0.5*V

[0398] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0399] In response to determining that the multi-purpose vehicle has a rollover risk of level four, the identification control unit 108 reduces the degree of speed suppression of the multi-purpose vehicle and can control the speed of the multi-purpose vehicle to: V′=0.8*V

[0400] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0401] Furthermore, in response to determining that the predicted tilt angle is less than 15°, it can be determined that the multi-functional vehicle is not subject to a rollover wind direction. In this case, the identification control unit does not suppress the speed of the multi-functional vehicle, and the speed of the multi-functional vehicle remains at its original speed or target speed.

[0402] Referring to Figure 24-b, in some alternative embodiments, when the identification control unit 108 controls the speed of the multi-functional vehicle for different risk levels, the speed after suppression control is negatively correlated with the predicted tilt angle, that is, the larger the predicted tilt angle, the lower the vehicle speed after suppression control.

[0403] Similarly, in some alternative embodiments, the identification control unit 108 can suppress the acceleration of the multi-purpose vehicle based on different levels of rollover risk.

[0404] In some alternative embodiments, the identification control unit 108 may adopt the same approach as the above embodiments to suppress the acceleration to different degrees for different risk levels.

[0405] In the multi-functional vehicle, the identification control unit 108 compares the predicted tilt angle with multiple tilt angle thresholds to determine the tilt angle range in which the predicted tilt angle is located. Based on determining whether the multi-functional vehicle has a risk of rollover, it further clarifies the risk level and adopts different control strategies based on different risk levels to eliminate the risk of rollover. Under the premise of ensuring the driving safety of the multi-functional vehicle, it meets the actual driving and control needs of the user as much as possible. This approach can effectively balance the driving safety, stability, and user control experience of the multi-functional vehicle.

[0406] Referring to Figure 3, a multi-functional vehicle provided by one or more optional embodiments of this specification includes a sensor assembly 106 configured to determine a predicted tilt angle and predicted acceleration at the next time point by real-time tracking and monitoring the tilt angle and acceleration of the multi-functional vehicle.

[0407] The multi-functional vehicle also includes an identification control unit 108. The identification control unit 108 is communicatively connected to the sensor assembly 106 to obtain the predicted tilt angle and the predicted acceleration.

[0408] In some alternative embodiments, the identification control unit 108 may acquire real-time tracking and monitoring data of the tilt angle and acceleration of the multi-functional vehicle by the sensor assembly 106, and determine the predicted tilt angle and predicted acceleration at the next time point based on this real-time tracking and monitoring data.

[0409] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic acceleration threshold based on the predicted tilt angle, compare the predicted acceleration with the dynamic acceleration threshold, and, in response to the predicted acceleration exceeding the dynamic acceleration threshold, determine that the multi-functional vehicle has a rollover risk. The identification control unit 108 is also configured to control the driving state of the multi-functional vehicle to eliminate the rollover risk after determining that it has a rollover risk.

[0410] After determining that the multi-functional vehicle has a risk of tipping over, the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the risk of tipping over. In some optional embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of tipping over, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of tipping over.

[0411] As shown in Figure 25, the method for tilt recognition control using the recognition control unit 108 in the multi-functional vehicle includes:

[0412] S1201: By communicating with the sensor assembly, obtain the predicted tilt angle and predicted acceleration of the multi-functional vehicle at the next time point.

[0413] S1202: Calculate and determine the corresponding dynamic acceleration threshold based on the predicted tilt angle.

[0414] The identification control unit 1208 can determine the safe deviation angle based on the center of gravity position of the multi-functional vehicle, and calculate and determine the dynamic acceleration threshold based on the safe deviation angle and the predicted tilt angle.

[0415] The center of gravity G of the multi-functional vehicle varies depending on factors such as vehicle load, the number of battery packs of different sizes in the power system 104, and the user's height and weight.

[0416] The safety deviation angle is:

[0417] Where f represents the safety deviation angle, L represents the offset distance between the center of gravity of the multi-functional vehicle and the contact point between the drive wheel and the ground in the extension direction of the frame, and P represents the height of the center of gravity relative to the ground.

[0418] The dynamic acceleration threshold is: T a = g(tan(f)*cos(β)-sin(β))

[0419] Among them, Ta denoted by , f represents the safe deviation angle, β represents the predicted tilt angle, and g represents the gravitational acceleration.

[0420] In some alternative embodiments, the method by which the identification control unit 108 calculates and determines the dynamic acceleration threshold based on the safety deviation angle and the predicted tilt angle includes:

[0421] The dynamic acceleration threshold is: T a =γ*g(tan(f)*cos(β)-sin(β))where, T a The dynamic acceleration threshold is represented by f, the safe deviation angle is represented by β, the predicted tilt angle is represented by g, the gravitational acceleration is represented by γ, and the adjustment coefficient is represented by γ∈(0,1).

[0422] S1203: Compare the predicted acceleration with the dynamic acceleration threshold to determine whether the predicted acceleration at the next time point exceeds the corresponding dynamic acceleration threshold.

[0423] S1204: In response to the acceleration exceeding the dynamic acceleration threshold, it is determined that the multi-functional vehicle is at risk of rollover.

[0424] S1205: If it is determined that the multi-functional vehicle has a risk of overturning, the driving state of the multi-functional vehicle is controlled to eliminate the risk of overturning.

[0425] In some alternative embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of overturning.

[0426] In a multi-functional vehicle provided in this embodiment, the sensor assembly is used to track and monitor the vehicle's tilt angle and acceleration in real time, thereby determining the predicted tilt angle and predicted acceleration at the next time point. Based on the predicted tilt angle, a corresponding dynamic acceleration threshold is calculated and determined. The predicted acceleration is compared with the dynamic acceleration threshold to determine whether the multi-functional vehicle has a rollover risk, and the vehicle's driving state is controlled when a rollover risk is determined. This method can detect potential rollover risks of the multi-functional vehicle early, thereby eliminating the risk in advance, better ensuring safe and stable vehicle operation, and improving the safety performance of the user driving the multi-functional vehicle. The dynamic acceleration threshold is calculated and determined based on the safe deviation angle and the predicted tilt angle of the multi-functional vehicle, and can be dynamically updated for the predicted tilt angle. Risk identification based on the dynamic acceleration threshold can, while ensuring the driving safety of the multi-functional vehicle, meet the user's actual driving needs as much as possible, optimizing the user experience.

[0427] In a multi-functional vehicle provided in one or more optional embodiments of this specification, the identification control unit 108 is communicatively connected to the sensor assembly 106 to obtain the predicted tilt angle and predicted acceleration of the multi-functional vehicle at the next time point. The identification control unit 108 is further configured to calculate and determine a corresponding dynamic acceleration threshold based on the predicted tilt angle, compare the predicted acceleration with the dynamic acceleration threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result. The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle in response to the rollover risk to eliminate the rollover risk.

[0428] As shown in Figure 26, the method for tilt recognition control using the recognition control unit 108 in the multi-functional vehicle includes:

[0429] S1301: By communicating with the sensor assembly, obtain the predicted tilt angle and predicted acceleration of the multi-functional vehicle at the next time point.

[0430] S1302: Calculate and determine the corresponding dynamic acceleration threshold based on the predicted tilt angle.

[0431] The dynamic acceleration threshold includes multiple acceleration step thresholds.

[0432] The multiple acceleration order thresholds are as follows: T a(n) =ρ n T a0 T a0 = g(tan(f)*cos(β)-sin(β))

[0433] Among them, T a(n) T represents the acceleration order threshold. a0 ρ represents the standard threshold for acceleration. n This represents the order adjustment coefficient corresponding to the acceleration order threshold, where n∈{1, 2, 3, ...}, ρ n ∈(0,1] and ρ1>ρ2>ρ3>…, f represents the safety deviation angle, β represents the value of the predicted tilt angle, and g represents the value of gravitational acceleration.

[0434] S1303: Compare the predicted acceleration with the dynamic acceleration threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result.

[0435] The identification control unit 108 compares the predicted acceleration with multiple acceleration gradation thresholds to determine the acceleration range to which the predicted acceleration belongs, and determines the rollover risk level of the multi-functional vehicle based on the acceleration range to which the predicted acceleration belongs.

[0436] The acceleration range is determined based on the acceleration step threshold, and multiple acceleration ranges can be defined by multiple acceleration step thresholds;

[0437] The various acceleration ranges, ordered from highest to lowest, are as follows: [ρ1T a0 ,+∞),[ρ2T a0 ,ρ1T a0 ), [ρ3T a0 ,ρ2T a0 ), …, [ρ n T a0 , ρ n-1 T a0 ), (-∞, ρ n T a0 );

[0438] The multiple rollover risk levels corresponding to the multiple acceleration ranges are respectively the first risk level, the second risk level, the third risk level, and so on.

[0439] Based on the aforementioned range of values ​​for the safety deviation angle f, the dynamic acceleration threshold T can be calculated and determined. a The value range is approximately 1.25 m / s 2 Up to 6.22 m / s 2 .

[0440] Hereinafter, the acceleration standard threshold T is used. a0 Value 5m / s 2 Let's take an example to illustrate.

[0441] The acceleration standard threshold T a0 Based on this, through multiple step-by-step adjustment coefficients ρ n The adjustment can determine multiple acceleration step thresholds, such as 4.3 m / s². 2 4.5m / s 2 4.8m / s 2 5m / s 2 .

[0442] This can be divided into multiple acceleration ranges, which are ordered from high to low as follows: [5m / s²] 2 (+∞), [4.8m / s2) ， 5m / s 2 ), [4.5m / s 2 4.8m / s 2 ), [4.3m / s 2 4.5m / s 2 )

[0443] The corresponding rollover risk levels are the first risk level, the second risk level, the third risk level, and the fourth risk level, with the higher the acceleration range in the order, the higher the risk level.

[0444] Considering the volatility of the predicted acceleration of the multi-functional vehicle during operation, directly determining the risk level based on the predicted acceleration range may lead to misjudgment. Therefore, considering the duration of the predicted acceleration can improve the accuracy of risk level determination.

[0445] Therefore, in some alternative embodiments, before determining the rollover risk level of the multi-functional vehicle, the identification control unit 108 is further configured to record the duration for which the predicted acceleration is within the corresponding acceleration range after determining the acceleration range to which the predicted acceleration belongs; in response to the duration exceeding a preset duration, the identification control unit determines the rollover risk level of the multi-functional vehicle based on the acceleration range to which the acceleration belongs.

[0446] As shown in Figure 27, the method by which the identification control unit 108 determines the rollover risk level of the multi-functional vehicle includes:

[0447] S1401: The predicted acceleration is compared with a plurality of acceleration gradation thresholds to determine the acceleration range to which the predicted acceleration belongs.

[0448] S1402: Record the duration for which the predicted acceleration is within the corresponding acceleration range, and determine whether the duration exceeds a preset duration.

[0449] S1403: In response to the duration exceeding a preset duration, determine the rollover risk level of the multi-functional vehicle based on the acceleration range to which the predicted acceleration belongs.

[0450] The preset durations corresponding to different acceleration ranges are different. The preset durations corresponding to acceleration ranges that are ranked earlier are shorter, that is, the lower the risk level, the longer the preset duration for judgment.

[0451] With multiple acceleration ranges [5m / s] 2 (+∞), [4.8m / s 2 5m / s 2 ), [4.5m / s 2 4.8m / s 2 ), [4.3m / s 2 4.5m / s 2 For example, the corresponding preset duration can be set to 0, 5s, 1s, 2s, and 3s respectively.

[0452] When the predicted acceleration is in the range of [4.3 m / s²] 2 4.5m / s 2 If the predicted acceleration is within the range and lasts for more than 3 seconds, it can be determined that the multi-functional vehicle has a rollover risk of level four; when the predicted acceleration is within [4.5 m / s²], it indicates a rollover risk. 2 4.8m / s 2 If the predicted acceleration is within the range and lasts for more than 2 seconds, it can be determined that the multi-functional vehicle has a rollover risk of level three; when the predicted acceleration is within [4.8 m / s²], it indicates a rollover risk. 2 8m / s 2 If the predicted acceleration exceeds 5 m / s² and the duration exceeds 1 second, the multi-functional vehicle is considered to have a rollover risk of level two. 2 , at [5m / s 2 If the overturning risk is within the range of +∞ and lasts for more than 0.5s, it can be determined that the multi-functional vehicle has a rollover risk of the first risk level.

[0453] S1404: Control the driving state of the multi-functional vehicle in response to the rollover risk situation to eliminate the rollover risk.

[0454] The method by which the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the rollover risk in response to the rollover risk situation includes:

[0455] The identification control unit 108 suppresses the speed or acceleration of the multi-functional vehicle based on the rollover risk level. The higher the rollover risk level, the greater the degree of suppression of the speed or acceleration of the multi-functional vehicle by the identification control unit.

[0456] In some alternative embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of overturning.

[0457] In some alternative embodiments, the identification control unit 108 may suppress the speed of the multi-purpose vehicle based on different levels of rollover risk.

[0458] Referring to Figure 24-a, the following explanation will focus on the various risk levels mentioned in the above embodiments.

[0459] In response to determining that the multi-functional vehicle has a first-level risk of rollover, which is the highest risk of rollover, the identification control unit 108 also has the greatest degree of speed suppression for the multi-functional vehicle, and can control the speed of the multi-functional vehicle to reduce it to 0 or control it to a negative value.

[0460] In the highest risk level (Level 1), continued tilting of the multi-functional vehicle could easily lead to a rollover. Therefore, the identification control unit 108 can reduce the vehicle's speed to zero, keeping it stationary on the slope. Furthermore, in this situation, the identification control unit 108 can also control the multi-functional vehicle's speed to a negative value, effectively controlling it to reverse and move off the slope, thus exiting this high-risk situation.

[0461] In response to determining that the multi-purpose vehicle has a rollover risk of level two, the identification control unit 108 imposes a greater degree of speed suppression on the multi-purpose vehicle, controlling its speed to: V′=0.3*V

[0462] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0463] In the second risk level scenario, where the risk of rollover is high, the multi-functional vehicle may roll over if it continues to travel at an angle. Therefore, the identification control unit 108 can suppress the speed of the multi-functional vehicle, causing it to travel at a slow speed to ensure vehicle safety.

[0464] In response to determining that the multi-purpose vehicle has a rollover risk of level three, the identification control unit 108 suppresses the speed of the multi-purpose vehicle to a certain extent, controlling the speed of the multi-purpose vehicle to: V′=0.5*V

[0465] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0466] In response to determining that the multi-purpose vehicle has a rollover risk of level four, the identification control unit 108 reduces the degree of speed suppression of the multi-purpose vehicle and can control the speed of the multi-purpose vehicle to: V′=0.8*V

[0467] Wherein, V′ represents the speed after being suppressed by the identification control unit 108, and V represents the original speed of the multi-functional vehicle or the target speed controlled by the user.

[0468] Furthermore, in response to determining that the acceleration is below 4.3 m / s² 2 If the wind direction is not favorable for the multi-functional vehicle to tip over, the identification control unit will not suppress the speed of the multi-functional vehicle; the vehicle will maintain its original speed or target speed.

[0469] Referring to Figure 24-b, in some alternative embodiments, when the identification control unit 108 controls the speed of the multi-functional vehicle for different risk levels, the speed after suppression control is negatively correlated with the predicted acceleration before suppression, that is, the greater the predicted acceleration before suppression, the higher the degree of suppression of acceleration.

[0470] Similarly, in some alternative embodiments, the identification control unit 108 can suppress the acceleration of the multi-purpose vehicle based on different levels of rollover risk.

[0471] In some alternative embodiments, the identification control unit 108 may adopt the same approach as the above embodiments to suppress the acceleration to different degrees for different risk levels.

[0472] In the multi-functional vehicle, the identification control unit 108 compares the predicted acceleration with multiple acceleration step thresholds to determine the acceleration range in which the predicted acceleration is located. Based on determining whether the multi-functional vehicle has a risk of rollover, it further clarifies the risk level and adopts different control strategies based on different risk levels to eliminate the risk of rollover. Under the premise of ensuring the driving safety of the multi-functional vehicle, it meets the actual driving and control needs of the user as much as possible. This approach can effectively balance the driving safety, stability, and user control experience of the multi-functional vehicle.

[0473] In a multi-functional vehicle provided in one or more alternative embodiments of this specification, the sensor assembly 106 is configured to track and monitor the tilt angle and acceleration of the multi-functional vehicle in real time to determine the predicted tilt angle and predicted acceleration of the multi-functional vehicle at the next time point.

[0474] As shown in Figure 28, the method by which the sensor assembly 106 determines the predicted tilt angle of the multi-functional vehicle at the next time point includes:

[0475] S1501: Obtain the tilt angle at multiple time points.

[0476] Multiple time points include the current time point and at least one time point before the current time point.

[0477] S1502: Using the time point as the independent variable and the tilt angle as the dependent variable, construct a fitting function for the tilt angle changing with time based on the tilt angle at multiple time points.

[0478] The sensor assembly 106 constructs a fitting function for the tilt angle changing over time using methods including, but not limited to, least squares fitting, Kalman filtering, extended Kalman filtering, unscented Kalman filtering, particle filtering, multi-model filtering, deep learning models, and Bayesian filtering.

[0479] S1503: Calculate and determine the tilt angle value corresponding to the next time point based on the fitting function as the predicted tilt angle.

[0480] After determining the fitting function for the change of the tilt angle over time, the predicted tilt angle value corresponding to the next time node can be calculated by substituting the next time point as the independent variable into the fitting function.

[0481] As shown in Figure 29, the method by which the sensor assembly 106 determines the predicted acceleration of the multi-functional vehicle at the next time point includes:

[0482] S1601: Obtain acceleration at multiple time points.

[0483] Multiple time points include the current time point and at least one time point before the current time point.

[0484] S1602: Using the time point as the independent variable and the acceleration as the dependent variable, construct a fitting function for the acceleration changing with time based on the acceleration at multiple time points.

[0485] The sensor assembly 106 constructs a fitting function of the acceleration changing over time using methods including, but not limited to, least squares fitting, Kalman filtering, extended Kalman filtering, unscented Kalman filtering, particle filtering, multi-model filtering, deep learning models, and Bayesian filtering.

[0486] S1603: Calculate and determine the acceleration value corresponding to the next time point based on the fitting function as the predicted acceleration.

[0487] After determining the fitting function for the acceleration changing with time, the predicted acceleration value corresponding to the next time node can be calculated by substituting the next time point as the independent variable into the fitting function.

[0488] During the real-time tracking and monitoring of the tilt angle and acceleration of the multi-functional vehicle, the sensor assembly 106 acquires the tilt angle or acceleration at multiple time points. The time intervals between these multiple time points may be the same or different.

[0489] It should be noted that the tilt angle and / or acceleration of the multi-functional vehicle may fluctuate significantly over a period of time during operation, especially the acceleration parameter, as shown in Figures (9-A / B / C / D / E / F). Therefore, predictions based on fitting functions constructed from tilt angle and / or acceleration data at multiple time points may contain biases.

[0490] In this regard, in one or more optional embodiments of the multi-functional vehicle provided in this specification, the sensor assembly 106 can sample data at a relatively high frequency, collecting tilt angle and / or acceleration data corresponding to multiple time points. The time interval between two adjacent time points among the multiple time points is set to no more than 0.05 s. More preferably, in some optional embodiments, the time interval between two adjacent time nodes among the multiple time points is set to no more than 0.01 s.

[0491] The process by which the sensor assembly 106 acquires the tilt angle and / or the acceleration is a data sampling process. During the data sampling process, the higher the sampling frequency and the shorter the sampling time interval, the closer the subsequent fitting function is to the real situation. Based on the fitting function, the predicted tilt angle and / or the predicted acceleration at the next time point are calculated and determined, and the predicted value is more accurate.

[0492] Those skilled in the art will understand that the identification control unit 108 can also be used to predict the tilt angle and / or acceleration. That is, the identification control unit 108 obtains real-time tracking and monitoring data of the tilt angle and the acceleration by communicating with the sensor assembly 106, and then the identification control unit 108 constructs a corresponding fitting function based on the real-time tracking and monitoring data to calculate and determine the predicted tilt angle and / or predicted acceleration at the next time point.

[0493] For the same purpose, in another aspect, embodiments of this specification provide a multi-functional vehicle.

[0494] Referring to Figures 1, 2 and 30, the multi-functional vehicle includes: a frame 100, a working system 102 connected to the frame 100, and a power supply system 104 for supplying power to the working system 102.

[0495] The frame 100 extends at least partially in a direction parallel to the front-rear direction, and a support assembly 1000 may be provided on the frame 100. The support assembly 1000 may include at least one of a seat or a standing platform; Figure 1 only shows an example of the support assembly including a seat.

[0496] The working system 102 includes a power output component 1020 and a walking drive component 1022.

[0497] The power output assembly 1020 includes an output component for outputting power to achieve a specific function. In some alternative embodiments, the power output assembly 1020 is a mowing element for performing a lawn mowing function. The power output assembly 1020 is also connected to the frame 100. The power output assembly 1020 also includes a first drive motor for driving the mowing element to rotate at high speed, and a control module corresponding to the first drive motor.

[0498] The driving assembly 1022 is attached to the frame 100 and is used to enable the multi-functional vehicle to travel in landscape settings such as lawns, gardens, and fences. The driving assembly 1022 includes at least drive wheels 10220 and a second drive motor for driving the drive wheels 10220. Multiple drive wheels 10220 may be provided, and the number of second drive motors corresponds to the number of drive wheels 10220. In some optional embodiments, a caster wheel assembly 1001 is provided at the front end of the frame 100, and the driving assembly 1022 is provided at the rear end.

[0499] The power system 104 is mounted on the vehicle frame 100 and is detachably connected to the vehicle frame 100. The power system 104 includes multiple detachable battery units 1041, which can be easily removed and installed without tools. Those skilled in the art will understand that the multiple battery units 1041 can also be fixedly packaged in the power system 104.

[0500] The plurality of battery cells 1041 may be selected from at least one of a first-specification battery pack and a second-specification battery pack. The differences in specifications between the first-specification battery pack and the second-specification battery pack include, but are not limited to, differences in battery pack capacity, voltage, battery internal resistance, weight, size, energy density, cell type, charge information, and battery health status information.

[0501] The multi-functional vehicle also includes an identification control unit 108. The identification control unit 108 can be a vehicle control unit (VCU) or can be set up separately.

[0502] The identification control unit 108 is configured to acquire the tilt angle and acceleration of the multi-functional vehicle at the current moment using a mobile communication device 110 with sensing and monitoring functions. The mobile communication device 110 is located on the multi-functional vehicle and remains relatively stationary with the vehicle while it is in motion.

[0503] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration, compare the tilt angle with the dynamic tilt angle threshold, and in response to the tilt angle exceeding the dynamic tilt angle threshold, the identification control unit is configured to determine that the multi-functional vehicle has a risk of overturning.

[0504] The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle to eliminate the risk of rollover after determining that the multi-functional vehicle has a risk of rollover.

[0505] As shown in Figure 31, the method for tilt recognition control using the recognition control unit 108 in the multi-functional vehicle includes:

[0506] S1701: The tilt angle and acceleration of the multi-functional vehicle at the current moment are obtained in real time using a mobile communication device with sensing and monitoring functions.

[0507] In some alternative embodiments, the mobile communication device includes an acceleration sensor and an attitude sensor, the acceleration sensor being used to detect the acceleration of the multi-functional vehicle, and the attitude sensor being used to detect the tilt angle of the multi-functional vehicle.

[0508] In some alternative embodiments, the mobile communication device includes an acceleration sensor configured to acquire the triaxial acceleration components of the multi-functional vehicle in a corresponding Cartesian coordinate system and the acceleration obtained by integrating the triaxial acceleration components.

[0509] The mobile communication device 110 can be, for example, a smartphone, tablet computer, smartwatch, or other mobile communication terminal. Those skilled in the art will understand that most smartphones, tablet computers, smartwatches, and other mobile communication devices currently on the market are equipped with gyroscopes and accelerometers, possessing corresponding sensing and monitoring functions and powerful computing hardware.

[0510] The identification control unit 108 can conveniently acquire the tilt angle and acceleration of the multi-functional vehicle by utilizing the sensing and monitoring capabilities of the mobile communication device 110. Furthermore, this approach eliminates the need for dedicated sensor components for acquiring tilt angle and acceleration within the multi-functional vehicle, simplifying its hardware structure and effectively reducing overall vehicle costs while ensuring functionality.

[0511] S1702: Calculate and determine the corresponding dynamic tilt angle threshold based on the acceleration.

[0512] S1703: Compare the tilt angle with the dynamic tilt angle threshold to determine whether the tilt angle at the current moment exceeds the corresponding dynamic tilt angle threshold.

[0513] S1704: In response to the tilt angle exceeding the dynamic tilt angle threshold, it is determined that the multi-functional vehicle is at risk of rollover.

[0514] S1705: If it is determined that the multi-functional vehicle has a risk of rollover, the driving state of the multi-functional vehicle shall be controlled to eliminate the risk of rollover.

[0515] In some alternative embodiments, when the identification control unit 108 determines that the multi-functional vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the multi-functional vehicle, thereby improving the dynamic stability of the multi-functional vehicle during driving and eliminating the risk of overturning.

[0516] As shown in Figure 32, a multi-functional vehicle provided by one or more optional embodiments of this specification includes a cover assembly 200. The cover assembly 200 includes at least one storage space 201 for housing the mobile communication device 110. The mobile communication device 110 is placed within the storage space 201 and remains relatively stationary with the multi-functional vehicle during its operation. In this manner, the mobile communication device 110 moves with the multi-functional vehicle, and the tilt angle and acceleration of the multi-functional vehicle can be determined based on the initial tilt angle and initial acceleration acquired by the mobile communication device 110.

[0517] As shown in Figure 33, in some optional embodiments, the cover component 200 is recessed to form a storage compartment 2011 as the storage space 201.

[0518] The storage compartment 2011 includes at least a bottom surface 2011a and a side wall 2011b. When the mobile communication device 110 is placed on the bottom surface 2011a, it remains parallel to the vehicle frame 100.

[0519] In this placement configuration, the initial tilt angle directly acquired by the mobile communication device 110 is the tilt angle of the multi-functional vehicle, and the initial acceleration directly acquired by the mobile communication device 110 is the acceleration of the multi-functional vehicle. The identification control unit 108 is communicatively connected to the mobile communication device 110 to obtain the initial tilt angle collected by the mobile communication device 110, and uses the initial tilt angle as the tilt angle of the multi-functional vehicle.

[0520] The identification control unit 108 can communicate with the mobile communication device 110 via wired or wireless communication. Specifically, wired communication can be achieved by providing a data transmission interface on the coverage component 200 to connect with the mobile communication device 110; wireless communication can be achieved using Bluetooth, Wi-Fi, or near-field communication technologies.

[0521] As shown in Figure 34, in some alternative embodiments, the cover component 200 is recessed to form a storage compartment 2012 as the storage space 201.

[0522] The storage compartment 2012 includes at least a bottom 2012a and two side walls 2012b, the two side walls 2012b being parallel to each other and perpendicular to the vehicle frame 100. When the mobile communication device 110 is placed vertically in the storage compartment 2012, it remains perpendicular to the vehicle frame 100.

[0523] In this placement configuration, the mobile communication device 110 and the overall vehicle architecture of the multi-functional vehicle form a mutually perpendicular spatial relationship. The initial acceleration directly acquired by the mobile communication device 110 can be used as the acceleration of the multi-functional vehicle, but the initial tilt angle directly acquired by the mobile communication device 110 cannot be used as the tilt angle of the multi-functional vehicle.

[0524] To address this, the identification control unit 108 can determine the tilt angle of the multi-functional vehicle by performing a coordinate system transformation based on the initial tilt angle, considering the spatial positional relationship between the mobile communication device 110 and the vehicle frame 100. Taking the example where the mobile communication device 110 is perpendicular to the vehicle frame 100, the identification control unit 108 can obtain the tilt angle of the multi-functional vehicle by rotating it 90° from the initial tilt angle.

[0525] It should be noted that the mobile communication device 110 is installed in the multi-functional vehicle. During the vehicle's operation, it may be affected by vibration or bumps and may sway relative to the multi-functional vehicle. The spatial position of the mobile communication device 110 relative to the multi-functional vehicle will also change, causing the initial tilt angle and initial acceleration obtained by the mobile communication device 110 to become meaningless.

[0526] To address the aforementioned issues, in a multi-functional vehicle provided by one or more optional embodiments of this specification, a clamping member 202 is provided in the storage space 201 of the covering component 200. The clamping member 202 is configured to fix the mobile communication device 110 to the storage space 201, so that the mobile communication device 110 remains stationary relative to the multi-functional vehicle, preventing the mobile communication device 110 from shaking relative to the multi-functional vehicle during driving, thereby ensuring the validity of the tilt angle data and acceleration data acquired by the mobile communication device 110.

[0527] The clamping component 202 may be an elastic component made of materials such as metal, plastic, or rubber. In some optional embodiments, the clamping component 202 may include at least one elastic pressure plate 2020.

[0528] Referring to Figure 35-a, in some alternative embodiments, the clamping member 202 provided in the storage compartment 2011 may include an elastic pressure plate 2020. When the mobile communication device 110 is placed flat on the bottom surface 2011a, the elastic pressure plate 2020 can press the mobile communication device 110 tightly, so that the mobile communication device 110 is in close contact with the bottom surface 2011a.

[0529] Referring to Figure 35-b, in some alternative embodiments, the clamping member 202 in the storage compartment 2011 may further include the elastic pressure plate 2020 disposed on the side. When the mobile communication device 110 is placed on the bottom surface 2011a, the elastic pressure plate 2022 is disposed opposite to the side of the mobile communication device 110 and applies pressure to the mobile communication device 110, causing it to press against the opposite side wall 2011b.

[0530] Referring to Figure 36, in some alternative embodiments, the clamping component 202 in the storage compartment 2012 includes two elastic pressure plates 2020 symmetrically disposed on the two side walls 2012b. When the mobile communication device 110 is inserted into the storage compartment 2012, the two elastic pressure plates 2020 work together to clamp the mobile communication device 110.

[0531] Considering the computing power hardware of the mobile communication device 110, some of the functions of the identification control unit 108 can be implemented using the mobile communication device 110. In addition to acquiring the tilt angle and acceleration, the mobile communication device 110 can also calculate and determine the corresponding dynamic thresholds, and further perform comparative judgments to determine whether there is a risk of rollover. This approach can improve the utilization rate of the computing resources of the mobile communication device 110 and effectively enhance the execution efficiency of the tilt recognition control method in the multi-functional vehicle.

[0532] As shown in Figure 37, a method for tilt recognition control of a multi-functional vehicle provided by one or more optional embodiments of this specification includes:

[0533] S1801: The mobile communication device acquires the tilt angle and acceleration of the multi-functional vehicle at the current moment.

[0534] S1802: The mobile communication device calculates and determines the corresponding dynamic tilt angle threshold based on the acceleration.

[0535] S1803: The identification control unit is connected to the mobile communication device to obtain the tilt angle and the dynamic tilt angle threshold.

[0536] S1804: The identification control unit compares the tilt angle with the dynamic tilt angle threshold, and in response to the tilt angle exceeding the dynamic tilt angle threshold, determines that the multi-functional vehicle has a risk of overturning.

[0537] S1805: After determining that the multi-functional vehicle has a risk of rollover, the identification control unit controls the driving status of the multi-functional vehicle to eliminate the risk of rollover.

[0538] As shown in Figure 38, a method for tilt recognition control of a multi-functional vehicle provided by one or more optional embodiments of this specification includes:

[0539] S1901: The mobile communication device acquires the tilt angle and acceleration of the multi-functional vehicle at the current moment.

[0540] S1902: The mobile communication device calculates and determines the corresponding dynamic tilt angle threshold based on the acceleration.

[0541] S1903: The mobile communication device compares the tilt angle with the dynamic tilt angle threshold, and in response to the tilt angle exceeding the dynamic tilt angle threshold, determines that the multi-functional vehicle has a risk of overturning.

[0542] S1904: The identification control unit is communicatively connected to the mobile communication device to receive risk information associated with rollover risk.

[0543] S1905: Upon receiving the risk information associated with the rollover risk, the identification control unit controls the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0544] In one or more optional embodiments of this specification, a multi-functional vehicle is provided, wherein the identification control unit 108 is configured to acquire the tilt angle and acceleration of the multi-functional vehicle at the current moment using a mobile communication device 110 with sensing and monitoring functions. The mobile communication device is disposed in the multi-functional vehicle and remains relatively stationary with respect to the multi-functional vehicle while it is in motion.

[0545] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration, compare the tilt angle with the dynamic tilt angle threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result.

[0546] The identification control unit 108 is also configured to control the driving state of the multi-functional vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0547] The identification control unit 108 can use the same method as in the aforementioned embodiments to determine the rollover risk of the multi-functional vehicle at different risk levels, and to control the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0548] In one or more optional embodiments of this specification, a multi-functional vehicle is provided, wherein the identification control unit 108 is configured to acquire the tilt angle and acceleration of the multi-functional vehicle at the current moment using a mobile communication device 110 with sensing and monitoring functions. The mobile communication device 110 is disposed in the multi-functional vehicle and remains relatively stationary with respect to the multi-functional vehicle while it is in motion.

[0549] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic acceleration threshold based on the tilt angle, compare the acceleration with the dynamic acceleration threshold, and in response to the acceleration exceeding the dynamic acceleration threshold, the identification control unit 108 is configured to determine that the multi-functional vehicle has a risk of overturning.

[0550] The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle to eliminate the risk of rollover after determining that the multi-functional vehicle has a risk of rollover.

[0551] To improve the utilization rate of computing resources of the mobile communication device 110, in some optional embodiments, the mobile communication device 110 can calculate and determine the corresponding dynamic acceleration threshold based on the tilt angle, and then the identification control unit 108 can compare the acceleration with the dynamic acceleration threshold to determine whether the multi-functional vehicle has a risk of rollover. After determining that the multi-functional vehicle has a risk of rollover, the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the risk of rollover.

[0552] In some alternative embodiments, the mobile communication device 110 can calculate and determine a corresponding dynamic acceleration threshold based on the tilt angle, and compare the acceleration with the dynamic acceleration threshold to determine whether the multi-functional vehicle has a rollover risk. After determining that the multi-functional vehicle has a rollover risk, the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0553] In one or more optional embodiments of this specification, a multi-functional vehicle is provided, wherein the identification control unit 108 is configured to acquire the tilt angle and acceleration of the multi-functional vehicle at the current moment using a mobile communication device 110 with sensing and monitoring functions. The mobile communication device is disposed in the multi-functional vehicle and remains relatively stationary with respect to the multi-functional vehicle while it is in motion.

[0554] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic acceleration threshold based on the tilt angle, compare the acceleration with the dynamic acceleration threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result.

[0555] The identification control unit 108 is also configured to control the driving state of the multi-functional vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0556] The identification control unit 108 can use the same method as in the aforementioned embodiments to determine the rollover risk of the multi-functional vehicle at different risk levels, and to control the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0557] In a multi-functional vehicle provided in one or more optional embodiments of this specification, the identification control unit 108 is configured to use a mobile communication device 110 with sensing and monitoring functions to track and monitor the tilt angle and acceleration of the multi-functional vehicle, and determine the predicted tilt angle and predicted acceleration at the next time point. The mobile communication device 110 is disposed in the multi-functional vehicle and remains relatively stationary with respect to the multi-functional vehicle while it is in motion. The identification control unit 108 or the mobile communication device 110 can employ the same method as in the aforementioned embodiments, determining the predicted tilt angle and predicted acceleration by real-time tracking and detection of the tilt angle and the acceleration.

[0558] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the predicted acceleration, compare the predicted tilt angle with the dynamic tilt angle threshold, and, in response to the predicted tilt angle exceeding the dynamic tilt angle threshold, determine that the multi-functional vehicle has a rollover risk. The identification control unit 108 can use the same method as in the foregoing embodiments to calculate and determine the dynamic tilt angle threshold, and to compare and determine whether the multi-functional vehicle has a rollover risk.

[0559] The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle to eliminate the risk of rollover after determining that the multi-functional vehicle has a risk of rollover.

[0560] To improve the utilization rate of computing resources of the mobile communication device 110, in some optional embodiments, the mobile communication device 110 can calculate and determine the corresponding dynamic tilt angle threshold based on the predicted acceleration, and then the identification control unit 108 can compare the predicted tilt angle with the dynamic tilt angle threshold to determine whether the multi-functional vehicle has a rollover risk. After determining that the multi-functional vehicle has a rollover risk, the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0561] In some alternative embodiments, the mobile communication device 110 can calculate and determine a corresponding dynamic tilt angle threshold based on the predicted acceleration, and compare the predicted tilt angle with the dynamic tilt angle threshold to determine whether the multi-functional vehicle has a rollover risk. After determining that the multi-functional vehicle has a rollover risk, the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0562] In one or more optional embodiments of this specification, a multi-functional vehicle is provided, wherein the identification control unit 108 is configured to use a mobile communication device 110 with sensing and monitoring functions to track and monitor the tilt angle and acceleration of the multi-functional vehicle, and determine the predicted tilt angle and predicted acceleration at the next time point. The mobile communication device is disposed on the multi-functional vehicle and remains relatively stationary with respect to the multi-functional vehicle while it is in motion.

[0563] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the predicted acceleration, compare the predicted acceleration with the dynamic tilt angle threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result.

[0564] The identification control unit 108 is also configured to control the driving state of the multi-functional vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0565] The identification control unit 108 can use the same method as in the aforementioned embodiments to determine the rollover risk of the multi-functional vehicle at different risk levels, and to control the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0566] In a multi-functional vehicle provided in one or more optional embodiments of this specification, the identification control unit 108 is configured to use a mobile communication device 110 with sensing and monitoring functions to track and monitor the tilt angle and acceleration of the multi-functional vehicle, and determine the predicted tilt angle and predicted acceleration at the next time point. The mobile communication device 110 is disposed in the multi-functional vehicle and remains relatively stationary with respect to the multi-functional vehicle while it is in motion. The identification control unit 108 or the mobile communication device 110 can employ the same method as in the aforementioned embodiments, determining the predicted tilt angle and predicted acceleration by real-time tracking and detection of the tilt angle and the acceleration.

[0567] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic acceleration threshold based on the predicted tilt angle, compare the predicted acceleration with the dynamic acceleration threshold, and, in response to the predicted acceleration exceeding the dynamic acceleration threshold, determine that the multi-functional vehicle has a rollover risk. The identification control unit 108 can use the same method as in the foregoing embodiments to calculate and determine the dynamic acceleration threshold, and to compare and determine whether the multi-functional vehicle has a rollover risk.

[0568] The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle to eliminate the risk of rollover after determining that the multi-functional vehicle has a risk of rollover.

[0569] To improve the utilization rate of computing resources of the mobile communication device 110, in some optional embodiments, the mobile communication device 110 can calculate and determine the corresponding dynamic acceleration threshold based on the predicted tilt angle, and then the identification control unit 108 compares the predicted acceleration with the dynamic acceleration threshold to determine whether the multi-functional vehicle has a rollover risk. After determining that the multi-functional vehicle has a rollover risk, the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0570] In some alternative embodiments, the mobile communication device 110 can calculate and determine a corresponding dynamic tilt angle threshold based on the predicted tilt angle, and compare the predicted acceleration with the dynamic acceleration threshold to determine whether the multi-functional vehicle has a rollover risk. After determining that the multi-functional vehicle has a rollover risk, the identification control unit 108 controls the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0571] In one or more optional embodiments of this specification, a multi-functional vehicle is provided, wherein the identification control unit 108 is configured to use a mobile communication device 110 with sensing and monitoring functions to track and monitor the tilt angle and acceleration of the multi-functional vehicle, and determine the predicted tilt angle and predicted acceleration at the next time point. The mobile communication device is disposed on the multi-functional vehicle and remains relatively stationary with respect to the multi-functional vehicle while it is in motion.

[0572] The identification control unit 108 is further configured to calculate and determine a corresponding dynamic acceleration threshold based on the predicted tilt angle, compare the predicted acceleration with the dynamic acceleration threshold, and determine the rollover risk of the multi-functional vehicle based on the comparison result.

[0573] The identification control unit 108 is also configured to control the driving state of the multi-functional vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0574] The identification control unit 108 can use the same method as in the aforementioned embodiments to determine the rollover risk of the multi-functional vehicle at different risk levels, and to control the driving state of the multi-functional vehicle to eliminate the rollover risk.

[0575] For the same purpose, in another aspect, embodiments of this specification also provide a gardening vehicle.

[0576] Referring to Figures 1 to 3, the gardening vehicle includes: a frame 100, a working system 102 connected to the frame 100, and a power supply system 104 for supplying power to the working system 102.

[0577] The frame 100 extends at least partially in a direction parallel to the front-rear direction, and a support assembly 1000 may be provided on the frame 100. The support assembly 1000 may include at least one of a seat or a standing platform; Figure 1 only shows an example of the support assembly including a seat. The seat or the standing platform is used for sitting or standing while working. That is, the gardening vehicle can provide a riding-style working mode or a standing-style working mode. Furthermore, the structure of the seat and the standing platform can be flexibly switched, that is, the working mode of the gardening vehicle can be flexibly switched between a riding-style working mode and a standing-style working mode according to the actual needs of the user. A handheld operating component may also be provided on the frame 100, and based on the handheld operating component, the gardening vehicle can also provide a push-style working mode.

[0578] The working system 102 includes a power output component 1020 and a walking drive component 1022. The power output component 1020 includes an output element for outputting power to achieve a specific function. In some optional embodiments, the power output component 1020 is a mowing element for performing a lawn mowing function. The power output component 1020 is also connected to the frame 100. The power output component 1020 also includes a first drive motor for driving the mowing element to rotate at high speed, and a control module corresponding to the first drive motor.

[0579] The power output component 1020 may include one or more mowing elements. Correspondingly, the number of the first drive motors may correspond to the number of mowing elements. For example, in some embodiments, the mowing element has three blades, and the number of the first drive motors is also set to three. In some specific embodiments, the control module corresponding to the first drive motor includes a control chip, such as an MCU or ARM.

[0580] In some alternative embodiments, the power output assembly 1020 is a cleaning element for providing power to clean the device. The power output assembly 1020 also includes a first drive motor for driving the cleaning element, and a control module corresponding to the first drive motor.

[0581] It is understood that in some alternative embodiments, the power output component 1020 can be replaced with other functional components, such as snow sweeping, snow blowing, snow shoveling, and flushing components. Those skilled in the art should be able to adapt various functional components without creative effort, and all of the above should be included in the protection scope of this embodiment.

[0582] The driving assembly 1022 is used to enable the gardening vehicle to travel within garden settings such as lawns, gardens, and fences. The driving assembly 1022 includes at least drive wheels 10220 and second drive motors for driving the drive wheels 10220. Multiple drive wheels 10220 may be provided, and the number of second drive motors corresponds to the number of drive wheels 10220. In some optional embodiments, the driving assembly 1022 includes a first drive wheel, a second drive wheel, and two corresponding second drive motors. When the two second drive motors drive the corresponding drive wheels to rotate at different power levels, a speed difference is generated between the first drive wheel and the second drive wheel, thereby enabling the gardening vehicle to steer. In some embodiments, the driving assembly 1022 further includes a driving controller for controlling the second drive motors.

[0583] The working system 102 serves as the load in the gardening vehicle, and the power system 104 supplies power to the load. Specifically, the power system 104 supplies power to at least the first drive motor in the power output assembly 1020 and the second drive motor in the travel drive assembly 1022. The power system 104 can also supply power to other electronic components in the gardening vehicle, such as the control module corresponding to the first drive motor in the power output assembly 1020 and the travel controller corresponding to the second drive motor in the travel drive assembly 1022.

[0584] The power system 104 is mounted on the vehicle frame 100 and is detachably connected to the vehicle frame 100. The power system 104 includes multiple detachable battery units 1041, which can be easily removed and installed without tools. Those skilled in the art will understand that the multiple battery units 1041 can also be fixedly packaged in the power system 104.

[0585] The plurality of battery cells 1041 may be selected from at least one of a first-specification battery pack and a second-specification battery pack. The differences in specifications between the first-specification battery pack and the second-specification battery pack include, but are not limited to, differences in battery pack capacity, voltage, battery internal resistance, weight, size, energy density, cell type, charge information, and battery health status information.

[0586] In some alternative embodiments, the difference between the first-specification battery pack and the second-specification battery pack lies in their battery pack capacities. The capacity of the first-specification battery pack is greater than that of the second-specification battery pack.

[0587] The first-specification battery pack can be used to power large electrical equipment, such as large electric chainsaws, large electric angle grinders, push lawnmowers, smart lawnmowers, push snow sweepers, self-propelled snow sweepers, high-power electric hammers, high-power electric picks, high-power circular saws, high-power concrete cutters, electric bicycles, electric motorcycles, high-power air compressors, and high-power cleaning machines. The first-specification battery pack can also be used as an energy storage device to power other electrical equipment or to charge other battery packs.

[0588] The second-specification battery pack is configured to power handheld garden tools. For example, it can power garden tools such as lawn mowers, pruning shears, hair dryers, and chainsaws. Furthermore, it can power torque-output tools such as drills and hammer drills; sawing tools such as circular saws, jigsaws, and reciprocating saws; or grinding tools such as angle grinders and sanders.

[0589] In some alternative embodiments, the difference between the first-specification battery pack and the second-specification battery pack lies in the type of battery cells used. For example, the first-specification battery pack and the second-specification battery pack can respectively use lithium iron phosphate cells and ternary lithium cells. The plurality of battery units 1041 in the power system 104 can also be nickel-cadmium battery cells, lead-acid battery cells, graphene cells, etc.

[0590] The power supply assembly uses at least one of the first-specification battery pack and the second-specification battery pack. This allows the gardening vehicle to be compatible with different specifications of battery packs, meeting the high-power work requirements while also being compatible with handheld electric gardening tools, making the work of gardening workers more flexible.

[0591] The gardening vehicle also includes a sensor assembly 106 configured to acquire the tilt angle and acceleration of the gardening vehicle at the current moment. In some optional embodiments, the sensor assembly includes an accelerometer and an attitude sensor, the accelerometer being used to detect the acceleration of the gardening vehicle, and the attitude sensor being used to detect the tilt angle of the gardening vehicle. The sensor assembly may be an inertial measurement unit (IMU).

[0592] The gardening vehicle also includes an identification control unit 108. The identification control unit 108 can be a vehicle control unit (VCU) or a separate unit. The identification control unit 108 is communicatively connected to the sensor assembly 106 and is configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration. The tilt angle is compared with the dynamic tilt angle threshold; in response to the tilt angle exceeding the dynamic tilt angle threshold, the identification control unit is configured to determine that the gardening vehicle has a risk of overturning.

[0593] After determining that the gardening vehicle has a risk of overturning, the identification control unit 108 controls the driving state of the gardening vehicle to eliminate the risk of overturning. In some optional embodiments, when the identification control unit 108 determines that the gardening vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the gardening vehicle, thereby improving the dynamic stability of the gardening vehicle during driving and eliminating the risk of overturning.

[0594] In a garden work vehicle provided in this embodiment, the sensor assembly acquires the vehicle's tilt angle and acceleration in real time. A dynamic tilt angle threshold is calculated based on the current acceleration. The tilt angle is compared with the dynamic tilt angle threshold to determine if the vehicle poses a rollover risk. If a rollover risk is identified, the vehicle's driving state is controlled to promptly eliminate the risk, ensuring safe and stable driving and improving user safety. The dynamic tilt angle threshold is calculated based on the vehicle's safe deviation angle and the real-time acquired acceleration, and can be dynamically updated based on the acceleration. Risk identification based on the dynamic tilt angle threshold can, while ensuring the vehicle's driving safety, meet the user's actual driving needs as much as possible, optimizing the user experience.

[0595] In some alternative embodiments, the identification control unit 108 is communicatively connected to the sensor assembly 106 to acquire the tilt angle and the acceleration. The identification control unit 108 calculates a corresponding dynamic tilt angle threshold based on the acceleration, compares the tilt angle with the dynamic tilt angle threshold, and determines the rollover risk of the multi-functional vehicle based on the comparison result. The identification control unit 108 is also configured to control the driving state of the multi-functional vehicle in response to the rollover risk situation to eliminate the rollover risk.

[0596] In some alternative embodiments, the identification control unit 108 is communicatively connected to the sensor assembly 106 to acquire the tilt angle and the acceleration. The identification control unit 108 calculates a corresponding dynamic acceleration threshold based on the tilt angle, compares the acceleration with the dynamic acceleration threshold, and in response to the acceleration exceeding the dynamic acceleration threshold, the identification control unit 108 is configured to determine that the multi-functional vehicle has a rollover risk.

[0597] The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle to eliminate the risk of rollover after determining that the multi-functional vehicle has a risk of rollover.

[0598] In some alternative embodiments, after calculating and determining the dynamic acceleration threshold, the identification control unit 108 performs feedback adjustment control on the driving state of the multi-functional vehicle, so that the acceleration of the multi-functional vehicle is always kept below the dynamic acceleration threshold, thereby effectively avoiding the risk of rollover.

[0599] In some alternative embodiments, the identification control unit 108 is communicatively connected to the sensor assembly 106 to acquire the tilt angle and the acceleration. The identification control unit 108 calculates and determines a corresponding dynamic acceleration threshold based on the tilt angle, compares the acceleration with the dynamic acceleration threshold, and determines the rollover risk of the gardening vehicle based on the comparison result.

[0600] The identification control unit 108 is also configured to control the driving status of the gardening vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0601] In a gardening vehicle provided in one or more optional embodiments of this specification, the sensor assembly 106 tracks and monitors the tilt angle and acceleration of the gardening vehicle in real time to determine the predicted tilt angle and predicted acceleration at the next time point. The identification control unit 108, communicatively connected to the sensor assembly 106, calculates a corresponding dynamic tilt angle threshold based on the predicted acceleration, compares the predicted tilt angle with the dynamic tilt angle threshold, and, in response to the predicted tilt angle exceeding the dynamic tilt angle threshold, determines that the gardening vehicle has a risk of tipping over.

[0602] The identification control unit 108 is further configured to control the driving status of the gardening operation vehicle to eliminate the risk of overturning after determining that the gardening operation vehicle has a risk of overturning.

[0603] In some alternative embodiments, the identification control unit 108 calculates and determines the corresponding dynamic tilt angle threshold based on the predicted acceleration, compares the predicted tilt angle with the dynamic tilt angle threshold, and determines the rollover risk of the gardening vehicle based on the comparison result.

[0604] The identification control unit 108 is also configured to control the driving status of the gardening vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0605] In a gardening vehicle provided in one or more optional embodiments of this specification, the sensor assembly 106 tracks and monitors the tilt angle and acceleration of the gardening vehicle in real time to determine the predicted tilt angle and predicted acceleration at the next time point. The identification control unit 108, communicatively connected to the sensor assembly 106, calculates a corresponding dynamic acceleration threshold based on the predicted tilt angle, compares the predicted acceleration with the dynamic acceleration threshold, and, in response to the predicted acceleration exceeding the dynamic acceleration threshold, determines that the gardening vehicle has a risk of overturning.

[0606] The identification control unit 108 is further configured to control the driving status of the gardening operation vehicle to eliminate the risk of overturning after determining that the gardening operation vehicle has a risk of overturning.

[0607] In some alternative embodiments, after calculating and determining the dynamic acceleration threshold, the identification control unit 108 performs feedback adjustment control on the driving state of the gardening operation vehicle, so that the acceleration of the gardening operation vehicle is always kept below the dynamic acceleration threshold, thereby effectively avoiding the risk of overturning.

[0608] In some alternative embodiments, the identification control unit 108 calculates and determines the corresponding dynamic acceleration threshold based on the predicted tilt angle, compares the predicted acceleration with the dynamic acceleration threshold, and determines the rollover risk of the gardening vehicle based on the comparison result.

[0609] The identification control unit 108 is also configured to control the driving status of the gardening vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0610] Referring to Figures 1, 2, and 30, in a gardening vehicle provided by one or more optional embodiments of this specification, the identification control unit 108 can use a mobile communication device 110 with sensing and monitoring functions to obtain the tilt angle and acceleration of the gardening vehicle at the current moment. The mobile communication device 110 is installed on the gardening vehicle and remains relatively stationary with respect to the vehicle while it is in motion.

[0611] The identification control unit 108 is communicatively connected to the mobile communication device 110 to obtain the tilt angle and acceleration of the gardening vehicle, and calculates and determines a corresponding dynamic tilt angle threshold based on the acceleration. The tilt angle is compared with the dynamic tilt angle threshold; in response to the tilt angle exceeding the dynamic tilt angle threshold, the identification control unit 108 is configured to determine that the gardening vehicle has a risk of tipping over.

[0612] After determining that the gardening vehicle has a risk of overturning, the identification control unit 108 controls the driving state of the gardening vehicle to eliminate the risk of overturning. In some optional embodiments, when the identification control unit 108 determines that the gardening vehicle has a risk of overturning, it can control the walking drive component 1022 to reduce the speed or acceleration of the gardening vehicle, thereby improving the dynamic stability of the gardening vehicle during driving and eliminating the risk of overturning.

[0613] The identification control unit 108 can conveniently obtain the tilt angle and acceleration of the gardening vehicle by utilizing the sensing and monitoring capabilities of the mobile communication device 110. Furthermore, this approach eliminates the need for dedicated sensor components for acquiring tilt angle and acceleration in the gardening vehicle, simplifying its hardware structure and effectively reducing overall vehicle costs while ensuring functionality.

[0614] In some optional embodiments, the identification control unit 108 is communicatively connected to the mobile communication device 110 to obtain the tilt angle and the acceleration. The identification control unit 108 calculates a corresponding dynamic tilt angle threshold based on the acceleration, compares the tilt angle with the dynamic tilt angle threshold, and determines the rollover risk of the gardening vehicle based on the comparison result. The identification control unit 108 is also configured to control the driving state of the gardening vehicle in response to the rollover risk to eliminate the rollover risk.

[0615] In some alternative embodiments, the identification control unit 108 is communicatively connected to the mobile communication device 110 to obtain the tilt angle and the acceleration. The identification control unit 108 calculates a corresponding dynamic acceleration threshold based on the tilt angle, compares the acceleration with the dynamic acceleration threshold, and in response to the acceleration exceeding the dynamic acceleration threshold, the identification control unit 108 is configured to determine that the gardening vehicle has a risk of overturning.

[0616] The identification control unit 108 is further configured to control the driving status of the gardening operation vehicle to eliminate the risk of overturning after determining that the gardening operation vehicle has a risk of overturning.

[0617] In some alternative embodiments, after calculating and determining the dynamic acceleration threshold, the identification control unit 108 performs feedback adjustment control on the driving state of the gardening vehicle, so that the acceleration of the gardening vehicle is always kept below the dynamic acceleration threshold, thereby effectively avoiding the risk of overturning.

[0618] In some alternative embodiments, the identification control unit 108 is communicatively connected to the mobile communication device 110 to obtain the tilt angle and the acceleration. The identification control unit 108 calculates and determines a corresponding dynamic acceleration threshold based on the tilt angle, compares the acceleration with the dynamic acceleration threshold, and determines the rollover risk of the gardening vehicle based on the comparison result.

[0619] The identification control unit 108 is also configured to control the driving status of the gardening vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0620] In a gardening vehicle provided in one or more optional embodiments of this specification, the mobile communication device 110 tracks and monitors the tilt angle and acceleration of the gardening vehicle in real time to determine the predicted tilt angle and predicted acceleration at the next time point. The identification control unit 108, which is communicatively connected to the mobile communication device 110, can calculate and determine a corresponding dynamic tilt angle threshold based on the predicted acceleration, compare the predicted tilt angle with the dynamic tilt angle threshold, and, in response to the predicted tilt angle exceeding the dynamic tilt angle threshold, the identification control unit is configured to determine that the gardening vehicle has a risk of overturning.

[0621] The identification control unit 108 is further configured to control the driving status of the gardening operation vehicle to eliminate the risk of overturning after determining that the gardening operation vehicle has a risk of overturning.

[0622] In some alternative embodiments, the identification control unit 108 calculates and determines the corresponding dynamic tilt angle threshold based on the predicted acceleration, compares the predicted tilt angle with the dynamic tilt angle threshold, and determines the rollover risk of the gardening vehicle based on the comparison result.

[0623] The identification control unit 108 is also configured to control the driving status of the gardening vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0624] In a gardening vehicle provided in one or more optional embodiments of this specification, the mobile communication device 110 tracks and monitors the tilt angle and acceleration of the gardening vehicle in real time to determine the predicted tilt angle and predicted acceleration at the next time point. The identification control unit 108, which is communicatively connected to the mobile communication device 110, can calculate and determine a corresponding dynamic acceleration threshold based on the predicted tilt angle, compare the predicted acceleration with the dynamic acceleration threshold, and, in response to the predicted acceleration exceeding the dynamic acceleration threshold, the identification control unit is configured to determine that the gardening vehicle has a risk of overturning.

[0625] The identification control unit 108 is further configured to control the driving status of the gardening operation vehicle to eliminate the risk of overturning after determining that the gardening operation vehicle has a risk of overturning.

[0626] In some alternative embodiments, after calculating and determining the dynamic acceleration threshold, the identification control unit 108 performs feedback adjustment control on the driving state of the gardening operation vehicle, so that the acceleration of the gardening operation vehicle is always kept below the dynamic acceleration threshold, thereby effectively avoiding the risk of overturning.

[0627] In some alternative embodiments, the identification control unit 108 calculates and determines the corresponding dynamic acceleration threshold based on the predicted tilt angle, compares the predicted acceleration with the dynamic acceleration threshold, and determines the rollover risk of the gardening vehicle based on the comparison result.

[0628] The identification control unit 108 is also configured to control the driving status of the gardening vehicle in response to the rollover risk situation in order to eliminate the rollover risk.

[0629] For the same purpose, in another aspect, embodiments of this specification also provide a rideable lawnmower.

[0630] Referring to Figures 1 to 3, the ride-on lawnmower includes: a frame 100, a working system 102 connected to the frame 100, and a power supply system 104 for supplying power to the working system 102.

[0631] The frame 100 extends at least partially in a direction parallel to the front-rear direction, and a support assembly 1000 may be provided on the frame 100. The support assembly 1000 may include at least one of a seat or a standing platform; Figure 1 only shows an example of the support assembly including a seat. The seat or the standing platform is used for sitting or standing while working. That is, the riding lawnmower can provide a riding working mode or a standing working mode. Furthermore, the structure of the seat and the standing platform can be flexibly switched, that is, the working mode of the riding lawnmower can be flexibly switched between riding and standing working modes according to the actual needs of the user. A handheld operating component may also be provided on the frame 100, and based on the handheld operating component, the riding lawnmower can also provide a push working mode.

[0632] The working system 102 includes a power output component 1020 and a walking drive component 1022. The power output component 1020 includes an output element for outputting power to achieve a specific function. In some optional embodiments, the power output component 1020 is a mowing element for performing a lawn mowing function. The power output component 1020 is also connected to the frame 100. The power output component 1020 also includes a first drive motor for driving the mowing element to rotate at high speed, and a control module corresponding to the first drive motor.

[0633] The power output component 1020 may include one or more mowing elements. Correspondingly, the number of the first drive motors may correspond to the number of mowing elements. For example, in some embodiments, the mowing element has three blades, and the number of the first drive motors is also set to three. In some specific embodiments, the control module corresponding to the first drive motor includes a control chip, such as an MCU or ARM.

[0634] In some alternative embodiments, the power output assembly 1020 is a cleaning element for providing power to clean the device. The power output assembly 1020 also includes a first drive motor for driving the cleaning element, and a control module corresponding to the first drive motor.

[0635] It is understood that in some alternative embodiments, the power output component 1020 can be replaced with other functional components, such as snow sweeping, snow blowing, snow shoveling, and flushing components. Those skilled in the art should be able to adapt various functional components without creative effort, and all of the above should be included in the protection scope of this embodiment.

[0636] The walking drive assembly 1022 is used to enable the ride-on lawnmower to travel within landscaping areas such as lawns, gardens, and fences. The walking drive assembly 1022 includes at least drive wheels 10220 and second drive motors for driving the drive wheels 10220. Multiple drive wheels 10220 may be provided, and the number of second drive motors corresponds to the number of drive wheels 10220. In some optional embodiments, the walking drive assembly 1022 includes a first walking wheel, a second walking wheel, and two corresponding second drive motors. When the two second drive motors drive the corresponding walking wheels to rotate at different power levels, a speed difference is generated between the first and second walking wheels, thereby enabling the ride-on lawnmower to steer. In some embodiments, the walking drive assembly 1022 further includes a driving controller for controlling the second drive motors.

[0637] The working system 102 serves as the load in the ride-on lawnmower, and the power system 104 supplies power to the load. Specifically, the power system 104 supplies power to at least the first drive motor in the power output assembly 1020 and the second drive motor in the walking drive assembly 1022. The power system 104 can also supply power to other electronic components in the ride-on lawnmower, such as the control module corresponding to the first drive motor in the power output assembly 1020 and the travel controller corresponding to the second drive motor in the walking drive assembly 1022.

[0638] The power system 104 is mounted on the vehicle frame 100 and is detachably connected to the vehicle frame 100. The power system 104 includes multiple detachable battery units 1041, which can be easily removed and installed without tools. Those skilled in the art will understand that the multiple battery units 1041 can also be fixedly packaged in the power system 104.

[0639] The plurality of battery cells 1041 may be selected from at least one of a first-specification battery pack and a second-specification battery pack. The differences in specifications between the first-specification battery pack and the second-specification battery pack include, but are not limited to, differences in battery pack capacity, voltage, battery internal resistance, weight, size, energy density, cell type, charge information, and battery health status information.

[0640] In some alternative embodiments, the difference between the first-specification battery pack and the second-specification battery pack lies in their battery pack capacities. The capacity of the first-specification battery pack is greater than that of the second-specification battery pack.

[0641] The first-specification battery pack can be used to power large electrical equipment, such as large electric chainsaws, large electric angle grinders, push lawnmowers, smart lawnmowers, push snow sweepers, self-propelled snow sweepers, high-power electric hammers, high-power electric picks, high-power circular saws, high-power concrete cutters, electric bicycles, electric motorcycles, high-power air compressors, and high-power cleaning machines. The first-specification battery pack can also be used as an energy storage device to power other electrical equipment or to charge other battery packs.

[0642] The second-specification battery pack is configured to power handheld garden tools. For example, it can power garden tools such as lawn mowers, pruning shears, hair dryers, and chainsaws. Furthermore, it can power torque-output tools such as drills and hammer drills; sawing tools such as circular saws, jigsaws, and reciprocating saws; or grinding tools such as angle grinders and sanders.

[0643] In some alternative embodiments, the difference between the first-specification battery pack and the second-specification battery pack lies in the type of battery cells used. For example, the first-specification battery pack and the second-specification battery pack can respectively use lithium iron phosphate cells and ternary lithium cells. The plurality of battery units 1041 in the power system 104 can also be nickel-cadmium battery cells, lead-acid battery cells, graphene cells, etc.

[0644] The power supply assembly uses at least one of the first-specification battery pack and the second-specification battery pack. This allows the ride-on lawnmower to be compatible with different specifications of battery packs, meeting the needs of high-power operation while also being compatible with handheld electric garden tools, making the work of gardeners more flexible.

[0645] The ride-on lawnmower also includes a sensor assembly 106 configured to acquire the tilt angle and acceleration of the ride-on lawnmower at a current moment. In some alternative embodiments, the sensor assembly includes an accelerometer and an attitude sensor, the accelerometer detecting the acceleration of the ride-on lawnmower and the attitude sensor detecting the tilt angle of the ride-on lawnmower. The sensor assembly may be an inertial measurement unit (IMU).

[0646] The ride-on lawnmower also includes a recognition control unit 108. The recognition control unit 108 can be a vehicle control unit (VCU) or a separate unit. The recognition control unit 108 is communicatively connected to the sensor assembly 106 and configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration. The tilt angle is compared with the dynamic tilt angle threshold; in response to the tilt angle exceeding the dynamic tilt angle threshold, the recognition control unit is configured to determine that the ride-on lawnmower has a risk of tipping over.

[0647] After determining that the ride-on lawnmower has a risk of tipping over, the identification control unit 108 controls the driving state of the ride-on lawnmower to eliminate the risk of tipping over. In some optional embodiments, when the identification control unit 108 determines that the ride-on lawnmower has a risk of tipping over, it can control the walking drive assembly 1022 to reduce the speed or acceleration of the ride-on lawnmower, thereby improving the dynamic stability of the ride-on lawnmower during driving and eliminating the risk of tipping over.

[0648] In the riding lawnmower provided in this embodiment, the sensor assembly acquires the tilt angle and acceleration of the riding lawnmower in real time, and calculates and determines a corresponding dynamic tilt angle threshold based on the acceleration at the current moment. The tilt angle is compared with the dynamic tilt angle threshold to determine whether the riding lawnmower has a risk of tipping over. If a tipping risk is determined, the vehicle's driving state is controlled, thereby eliminating the tipping risk in a timely manner, ensuring safe and stable vehicle operation, and improving the user's safety performance when driving the riding lawnmower. The dynamic tilt angle threshold is calculated and determined based on the safe deviation angle of the riding lawnmower and the real-time acquired acceleration, and can be dynamically updated based on the acceleration. Risk identification based on the dynamic tilt angle threshold can, while ensuring the driving safety of the riding lawnmower, meet the user's actual driving needs as much as possible, optimizing the user experience.

[0649] In some alternative embodiments, the identification control unit 108 is communicatively connected to the sensor assembly 106 to acquire the tilt angle and the acceleration. The identification control unit 108 calculates a corresponding dynamic tilt angle threshold based on the acceleration, compares the tilt angle with the dynamic tilt angle threshold, and determines the rollover risk of the multi-functional vehicle based on the comparison result. The identification control unit 108 is also configured to control the driving state of the multi-functional vehicle in response to the rollover risk situation to eliminate the rollover risk.

[0650] In some alternative embodiments, the identification control unit 108 is communicatively connected to the sensor assembly 106 to acquire the tilt angle and the acceleration. The identification control unit 108 calculates a corresponding dynamic acceleration threshold based on the tilt angle, compares the acceleration with the dynamic acceleration threshold, and in response to the acceleration exceeding the dynamic acceleration threshold, the identification control unit 108 is configured to determine that the multi-functional vehicle has a rollover risk.

[0651] The identification control unit 108 is further configured to control the driving state of the multi-functional vehicle to eliminate the risk of rollover after determining that the multi-functional vehicle has a risk of rollover.

[0652] In some alternative embodiments, after calculating and determining the dynamic acceleration threshold, the identification control unit 108 performs feedback adjustment control on the driving state of the multi-functional vehicle, so that the acceleration of the multi-functional vehicle is always kept below the dynamic acceleration threshold, thereby effectively avoiding the risk of rollover.

[0653] In some alternative embodiments, the identification control unit 108 is communicatively connected to the sensor assembly 106 to acquire the tilt angle and the acceleration. The identification control unit 108 calculates a corresponding dynamic acceleration threshold based on the tilt angle, compares the acceleration with the dynamic acceleration threshold, and determines the tipping risk of the ride-on lawnmower based on the comparison result.

[0654] The identification control unit 108 is also configured to control the driving state of the ride-on lawnmower in response to the tipping risk situation in order to eliminate the tipping risk.

[0655] In a ride-on lawnmower provided in one or more optional embodiments of this specification, the sensor assembly 106 tracks and monitors the tilt angle and acceleration of the ride-on lawnmower in real time to determine the predicted tilt angle and predicted acceleration at the next time point. The identification control unit 108, communicatively connected to the sensor assembly 106, calculates and determines a corresponding dynamic tilt angle threshold based on the predicted acceleration, compares the predicted tilt angle with the dynamic tilt angle threshold, and, in response to the predicted tilt angle exceeding the dynamic tilt angle threshold, configures the identification control unit to determine that the ride-on lawnmower has a risk of tipping over.

[0656] The identification control unit 108 is further configured to control the driving state of the ride mower to eliminate the risk of tipping over after determining that there is a risk of tipping over.

[0657] In some alternative embodiments, the identification control unit 108 calculates and determines the corresponding dynamic tilt angle threshold based on the predicted acceleration, compares the predicted tilt angle with the dynamic tilt angle threshold, and determines the tipping risk of the ride-on lawnmower based on the comparison result.

[0658] The identification control unit 108 is also configured to control the driving state of the ride-on lawnmower in response to the tipping risk situation in order to eliminate the tipping risk.

[0659] In a ride-on lawnmower provided in one or more optional embodiments of this specification, the sensor assembly 106 tracks and monitors the tilt angle and acceleration of the ride-on lawnmower in real time to determine the predicted tilt angle and predicted acceleration at the next time point. The identification control unit 108, communicatively connected to the sensor assembly 106, calculates and determines a corresponding dynamic acceleration threshold based on the predicted tilt angle, compares the predicted acceleration with the dynamic acceleration threshold, and, in response to the predicted acceleration exceeding the dynamic acceleration threshold, determines that the ride-on lawnmower has a risk of tipping over.

[0660] The identification control unit 108 is further configured to control the driving state of the ride mower to eliminate the risk of tipping over after determining that there is a risk of tipping over.

[0661] In some alternative embodiments, after calculating and determining the dynamic acceleration threshold, the identification control unit 108 performs feedback adjustment control on the riding lawnmower's driving state, so that the acceleration of the riding lawnmower is always kept below the dynamic acceleration threshold, thereby effectively avoiding the risk of tipping over.

[0662] In some alternative embodiments, the identification control unit 108 calculates and determines the corresponding dynamic acceleration threshold based on the predicted tilt angle, compares the predicted acceleration with the dynamic acceleration threshold, and determines the tipping risk of the ride-on lawnmower based on the comparison result.

[0663] The identification control unit 108 is also configured to control the driving state of the ride-on lawnmower in response to the tipping risk situation in order to eliminate the tipping risk.

[0664] Referring to Figures 1, 2, and 30, in one or more optional embodiments of a ride-on lawnmower provided in this specification, the identification control unit 108 can use a mobile communication device 110 with sensing and monitoring functions to obtain the tilt angle and acceleration of the ride-on lawnmower at the current moment. The mobile communication device 110 is disposed on the ride-on lawnmower and remains relatively stationary with respect to the ride-on lawnmower while it is in motion.

[0665] The identification control unit 108 is communicatively connected to the mobile communication device 110 to obtain the tilt angle and acceleration of the riding lawnmower, and calculates and determines a corresponding dynamic tilt angle threshold based on the acceleration. The tilt angle is compared with the dynamic tilt angle threshold; in response to the tilt angle exceeding the dynamic tilt angle threshold, the identification control unit 108 is configured to determine that the riding lawnmower has a risk of tipping over.

[0666] After determining that the ride-on lawnmower has a risk of tipping over, the identification control unit 108 controls the driving state of the ride-on lawnmower to eliminate the risk of tipping over. In some optional embodiments, when the identification control unit 108 determines that the ride-on lawnmower has a risk of tipping over, it can control the walking drive assembly 1022 to reduce the speed or acceleration of the ride-on lawnmower, thereby improving the dynamic stability of the ride-on lawnmower during driving and eliminating the risk of tipping over.

[0667] The identification control unit 108 can conveniently obtain the tilt angle and acceleration of the riding lawnmower using the sensing and monitoring capabilities of the mobile communication device 110. Furthermore, this approach eliminates the need for dedicated sensor components for acquiring tilt angle and acceleration in the riding lawnmower, simplifying its hardware structure and effectively reducing overall vehicle costs while ensuring functionality.

[0668] In some alternative embodiments, the identification control unit 108 is communicatively connected to the mobile communication device 110 to obtain the tilt angle and the acceleration. The identification control unit 108 calculates a corresponding dynamic tilt angle threshold based on the acceleration, compares the tilt angle with the dynamic tilt angle threshold, and determines the tipping risk of the ride-on lawnmower based on the comparison result. The identification control unit 108 is also configured to control the riding lawnmower's driving state to eliminate the tipping risk based on the tipping risk situation.

[0669] In some alternative embodiments, the identification control unit 108 is communicatively connected to the mobile communication device 110 to obtain the tilt angle and the acceleration. The identification control unit 108 calculates a corresponding dynamic acceleration threshold based on the tilt angle, compares the acceleration with the dynamic acceleration threshold, and in response to the acceleration exceeding the dynamic acceleration threshold, the identification control unit 108 is configured to determine that the ride-on lawnmower has a risk of tipping over.

[0670] The identification control unit 108 is further configured to control the driving state of the ride mower to eliminate the risk of tipping over after determining that there is a risk of tipping over.

[0671] In some alternative embodiments, after calculating and determining the dynamic acceleration threshold, the identification control unit 108 performs feedback adjustment control on the riding lawnmower's driving state, so that the acceleration of the riding lawnmower is always kept below the dynamic acceleration threshold, thereby effectively avoiding the risk of tipping over.

[0672] In some alternative embodiments, the identification control unit 108 is communicatively connected to the mobile communication device 110 to obtain the tilt angle and the acceleration. The identification control unit 108 calculates and determines a corresponding dynamic acceleration threshold based on the tilt angle, compares the acceleration with the dynamic acceleration threshold, and determines the tipping risk of the ride-on lawnmower based on the comparison result.

[0673] The identification control unit 108 is also configured to control the driving state of the ride-on lawnmower in response to the tipping risk situation in order to eliminate the tipping risk.

[0674] In one or more optional embodiments of this specification, a ride-on lawnmower is provided, wherein the mobile communication device 110 performs real-time tracking and monitoring of the tilt angle and acceleration of the ride-on lawnmower to determine the predicted tilt angle and predicted acceleration at the next time point. The identification control unit 108, communicatively connected to the mobile communication device 110, calculates a corresponding dynamic tilt angle threshold based on the predicted acceleration, compares the predicted tilt angle with the dynamic tilt angle threshold, and, in response to the predicted tilt angle exceeding the dynamic tilt angle threshold, the identification control unit is configured to determine that the ride-on lawnmower has a risk of tipping over.

[0675] The identification control unit 108 is further configured to control the driving state of the ride mower to eliminate the risk of tipping over after determining that there is a risk of tipping over.

[0676] In some alternative embodiments, the identification control unit 108 calculates and determines the corresponding dynamic tilt angle threshold based on the predicted acceleration, compares the predicted tilt angle with the dynamic tilt angle threshold, and determines the tipping risk of the ride-on lawnmower based on the comparison result.

[0677] The identification control unit 108 is also configured to control the driving state of the ride-on lawnmower in response to the tipping risk situation in order to eliminate the tipping risk.

[0678] In a ride-on lawnmower provided in one or more optional embodiments of this specification, the mobile communication device 110 performs real-time tracking and monitoring of the tilt angle and acceleration of the ride-on lawnmower to determine the predicted tilt angle and predicted acceleration at the next time point. The identification control unit 108, communicatively connected to the mobile communication device 110, can calculate and determine a corresponding dynamic acceleration threshold based on the predicted tilt angle, compare the predicted acceleration with the dynamic acceleration threshold, and, in response to the predicted acceleration exceeding the dynamic acceleration threshold, the identification control unit is configured to determine that the ride-on lawnmower has a risk of tipping over.

[0679] The identification control unit 108 is further configured to control the driving state of the ride mower to eliminate the risk of tipping over after determining that there is a risk of tipping over.

[0680] In some alternative embodiments, after calculating and determining the dynamic acceleration threshold, the identification control unit 108 performs feedback adjustment control on the riding lawnmower's driving state, so that the acceleration of the riding lawnmower is always kept below the dynamic acceleration threshold, thereby effectively avoiding the risk of tipping over.

[0681] In some alternative embodiments, the identification control unit 108 calculates and determines the corresponding dynamic acceleration threshold based on the predicted tilt angle, compares the predicted acceleration with the dynamic acceleration threshold, and determines the tipping risk of the ride-on lawnmower based on the comparison result.

[0682] The identification control unit 108 is also configured to control the driving state of the ride-on lawnmower in response to the tipping risk situation in order to eliminate the tipping risk.

[0683] It should be noted that the above description describes specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims may be performed in a different order than that shown in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0684] For ease of description, the above apparatus is described in terms of function, divided into various modules. Of course, when implementing one or more embodiments of this specification, the functions of each module can be implemented in one or more software and / or hardware.

[0685] The apparatus described above is used to implement the corresponding methods in the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0686] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or physical entities, or by products with certain functions. For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0687] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0688] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0689] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of one or more embodiments of this specification as described above, which are not provided in detail for the sake of brevity.

[0690] Although this disclosure has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. One or more embodiments of this specification are intended to cover all such substitutions, modifications, and variations falling within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments of this specification should be included within the scope of protection of this disclosure.

Claims

1. A multi-functional vehicle, characterized in that, include: Frame; A driving assembly, attached to the frame, includes drive wheels and is configured to drive the multi-functional vehicle. A power take-off assembly, attached to the vehicle frame, is configured to perform specific functional operations in a controlled manner; A power system for supplying power to the operating system, comprising one or more removable battery cells; The identification control unit is configured to acquire the tilt angle and acceleration parameters of the multi-functional vehicle using sensor components or a mobile communication device with sensing and detection functions. The identification control unit is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration parameters, and compare the tilt angle parameters with the dynamic tilt angle threshold to determine the rollover risk of the multi-functional vehicle. The identification control unit is further configured to control the driving state of the multi-functional vehicle in response to the rollover risk situation in order to eliminate the rollover risk. The tilt angle parameter includes the tilt angle at the current time and the predicted tilt angle at the next time point, and the acceleration parameter includes the acceleration at the current time and the predicted acceleration at the next time point.

2. The multi-functional vehicle according to claim 1, characterized in that, The identification control unit is configured to calculate and determine the corresponding dynamic tilt angle threshold based on the acceleration parameters, including: The identification control unit is configured to determine a safe deviation angle based on the center of gravity position of the multi-functional vehicle, and to calculate and determine the dynamic tilt angle threshold based on the safe deviation angle and the acceleration parameters.

3. The multi-functional vehicle according to claim 2, characterized in that, The safety deviation angle is: Where f represents the safety deviation angle, L represents the offset distance between the center of gravity of the multi-functional vehicle and the contact point between the drive wheel and the ground in the extension direction of the frame, and P represents the height of the center of gravity relative to the ground.

4. The multi-functional vehicle according to claim 2, characterized in that, The dynamic tilt angle threshold is: Among them, T y The dynamic tilt angle threshold is represented by f, the safe deviation angle is represented by a, the value of the acceleration parameter is represented by g, the value of gravitational acceleration is represented by ξ, and ξ∈(0,1).

5. The multi-functional vehicle according to claim 2, characterized in that, The identification control unit compares the tilt angle parameter with the dynamic tilt angle threshold to determine the rollover risk of the multi-functional vehicle, including: In response to the tilt angle parameter exceeding the dynamic tilt angle threshold, it is determined that the multi-functional vehicle is at risk of rollover; The identification control unit controls the driving state of the multi-functional vehicle in response to the rollover risk situation to eliminate the rollover risk, including: In response to determining that the multi-functional vehicle is at risk of tipping over, the identification control unit is configured to control and reduce the speed or acceleration of the multi-functional vehicle.

6. The multi-functional vehicle according to claim 5, characterized in that, In response to the tilt angle parameter exceeding the dynamic tilt angle threshold for a preset duration, the identification control unit is configured to determine that the multi-functional vehicle has a risk of rollover.

7. The multi-functional vehicle according to claim 2, characterized in that, The dynamic tilt angle threshold includes multiple tilt angle graded thresholds; The multiple tilt angle division threshold ratios are as follows: T y(n) =ε n T y0 Among them, T y(n) T represents the tilt angle threshold. y0 ε represents the standard threshold for the tilt angle. n This represents the graded adjustment coefficient corresponding to the graded threshold of the tilt angle, where n∈{1,2,3,…}, ε n ∈{1,2,3,…} and ε1>ε2>ε3>…, f represents the safety deviation angle, a represents the value of the acceleration parameter, and g represents the value of gravitational acceleration.

8. The multi-functional vehicle according to claim 7, characterized in that, The identification control unit compares the tilt angle parameter with the dynamic tilt angle threshold to determine the rollover risk of the multi-functional vehicle, including: The tilt angle parameter is compared with multiple tilt angle thresholds to determine the tilt angle range to which the tilt angle parameter belongs, and the rollover risk level of the multi-functional vehicle is determined based on the tilt angle range to which the tilt angle parameter belongs. The tilt angle range is determined based on the tilt angle step threshold, and multiple tilt angle ranges can be defined by multiple tilt angle step thresholds; The various tilt angle ranges, ordered from highest to lowest, are as follows: The multiple rollover risk levels corresponding to the multiple tilt angle ranges are respectively the first risk level, the second risk level, the third risk level, and so on.

9. The multi-functional vehicle according to claim 8, characterized in that, The identification control unit controls the driving state of the multi-functional vehicle in response to the rollover risk situation to eliminate the rollover risk, including: The identification control unit is configured to suppress the speed or acceleration of the multi-functional vehicle based on the rollover risk level; The higher the rollover risk level, the greater the degree of suppression of the speed or acceleration of the multi-functional vehicle by the identification control unit.

10. The multi-functional vehicle according to claim 8, characterized in that, Before determining the rollover risk level of the multi-functional vehicle, the identification control unit is further configured to: After determining the tilt angle range to which the tilt angle parameter belongs, record the duration for which the tilt angle parameter is within the corresponding tilt angle range; In response to the duration exceeding a preset duration, the identification control unit determines the rollover risk level of the multi-functional vehicle based on the tilt angle range to which the tilt angle parameter belongs.

11. The multi-functional vehicle according to claim 1, characterized in that, The sensor assembly or the mobile communication device is configured to acquire the tilt angle and acceleration of the multi-functional vehicle at the current moment. and / or The sensor assembly or the mobile communication device is configured to track and monitor the tilt angle and acceleration of the multi-functional vehicle to determine the predicted tilt angle and predicted acceleration at the next time point.

12. The multi-functional vehicle according to claim 11, characterized in that, The sensor assembly or the mobile communication device includes an accelerometer and an attitude sensor; The acceleration sensor is used to detect and / or track the acceleration of the multi-functional vehicle, and the attitude sensor is used to detect and / or track the tilt angle of the multi-functional vehicle.

13. The multi-functional vehicle according to claim 11, characterized in that, The sensor assembly or the mobile communication device includes an acceleration sensor, which is configured to acquire the triaxial acceleration components of the multi-functional vehicle in a corresponding Cartesian coordinate system and the acceleration after integrating the triaxial acceleration components. The sensor assembly or the mobile communication device is further configured to calculate and determine the three-axis tilt components of the multi-functional vehicle in the corresponding Cartesian coordinate system based on the three-axis acceleration components, and to integrate the three-axis tilt components to determine the tilt angle of the multi-functional vehicle.

14. The multi-functional vehicle according to claim 11, characterized in that, The sensor assembly or the mobile communication device is configured to track and monitor the tilt angle of the multi-functional vehicle to determine the predicted tilt angle at the next time point, including: The sensor assembly or the mobile communication device is configured to acquire tilt angles corresponding to multiple time points, the multiple time points including the current time point and at least one time point before the current time point. Using the time point as the independent variable and the tilt angle as the dependent variable, a fitting function for the change of the tilt angle over time is constructed based on the tilt angle at multiple time points. The tilt angle at the next time point is calculated and determined based on the fitting function of the tilt angle changing over time, and is used as the predicted tilt angle.

15. The multi-functional vehicle according to claim 11, characterized in that, The sensor assembly or the mobile communication device is configured to track and monitor the acceleration of the multi-functional vehicle to determine the predicted acceleration at the next time point, including: The sensor assembly or the mobile communication device is configured to acquire acceleration at multiple time points, including the current time point and at least one time point before the current time point. Using the time point as the independent variable and the acceleration as the dependent variable, a fitting function for the acceleration changing with time is constructed based on the acceleration at multiple time points; The acceleration at the next time point is calculated and determined based on the fitting function of the acceleration changing with time, and is used as the predicted acceleration.

16. The multi-functional vehicle according to claim 1, characterized in that, After calculating and determining the dynamic tilt angle threshold, the identification control unit is further configured to: The static tilt angle threshold is calculated based on the friction coefficient of the drive wheel, and the minimum value between the dynamic tilt angle threshold and the static tilt angle threshold is taken as the target threshold. The tilt angle parameter is compared with the target threshold, and in response to the tilt angle parameter exceeding the target threshold, the identification control unit is configured to determine that the multi-functional vehicle has a risk of rollover.

17. The multi-functional vehicle according to claim 16, characterized in that, The static tilt angle threshold is: T x =arctan(μ) Where μ represents the coefficient of friction.

18. A gardening vehicle, characterized in that, include: Frame; A walking drive assembly, attached to the frame, includes drive wheels and is configured to drive the gardening vehicle. A power take-off assembly, attached to the vehicle frame, is configured to perform specific functional operations in a controlled manner; A power system for supplying power to the operating system, comprising one or more removable battery cells; The identification control unit is configured to acquire the tilt angle and acceleration parameters of the garden operation vehicle using sensor components or a mobile communication device with sensing and detection functions; The identification control unit is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration parameters, and compare the tilt angle parameters with the dynamic tilt angle threshold to determine the rollover risk of the garden operation vehicle. The identification control unit is further configured to control the driving status of the gardening vehicle in response to the rollover risk situation in order to eliminate the rollover risk; The tilt angle parameter includes the tilt angle at the current time and the predicted tilt angle at the next time point, and the acceleration parameter includes the acceleration at the current time and the predicted acceleration at the next time point.

19. A riding-type lawnmower, characterized in that, include: Frame; A walking drive assembly, attached to the frame, includes drive wheels and is configured to drive the ride-on lawnmower. A power take-off assembly, attached to the vehicle frame, is configured to perform specific functional operations in a controlled manner; A power system for supplying power to the operating system, comprising one or more removable battery cells; The identification control unit is configured to acquire the tilt angle and acceleration parameters of the riding lawnmower using a sensor assembly or a mobile communication device with sensing and detection capabilities. The identification control unit is further configured to calculate and determine a corresponding dynamic tilt angle threshold based on the acceleration parameters, and compare the tilt angle parameters with the dynamic tilt angle threshold to determine the risk of the ride-on lawnmower tipping over. The identification control unit is also configured to control the driving status of the ride-on lawnmower in response to the tipping risk situation in order to eliminate the tipping risk. The tilt angle parameter includes the tilt angle at the current time and the predicted tilt angle at the next time point, and the acceleration parameter includes the acceleration at the current time and the predicted acceleration at the next time point.

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