Method and system for generating end turns

(54) Title: METHOD TO CONTROL A VEHICLE (30) Unionist Priority: 07/31/2007 US60 / 962643 (73) Owner (s): Deere & Company (72) Inventor (s): Aaron M. Senneff, Brandon G Leiran, Timothy J. Roszhart (57) Abstract: METHOD TO CONTROL A VEHICLE. A method and system for controlling a vehicle is described which comprises a limit setting mechanism for establishing a boundary of a work area. A vehicle position sensor (for example, a location determination receiver) determines a vehicle position. A planning module plans a gross turn of a vehicle to be performed according to a model turn pattern, if the vehicle's position has crossed the limit. An adjustment module can adjust the gross turn of the vehicle to a compensated turn, in such a way that an implement attached to the vehicle follows an implement path that substantially tracks the model turn pattern.

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“METHOD TO CONTROL A VEHICLE”

This document (including all drawings) claims priority based on the benefit of the filing date of provisional application US 60 / 962,643, filed on 7/31/2007, and entitled Method and System for Generating End Tums, under § 35 USC 119 ( and).

FIELD OF THE INVENTION

This invention concerns a method and system for controlling a vehicle and, more particularly, a method and system for generating final turns.

BACKGROUND OF THE INVENTION

When operating equipment for field operations, an operator is normally responsible for executing final turns at an edge or boundary of a work area, unless the equipment is operating in an unmanned or autonomous mode. When making a final lap with a vehicle (for example, large equipment with significant width, such as a combination or a planting machine), the operator may find it difficult to perform the final lap efficiently and consistently. For example, the operator may resort to a less efficient turn (or a larger land point) to ensure that the operator has sufficient environment to compensate for variation in the turn, terrain irregularity, or other factors. Inconsistent or inefficient turns can lead to one or more of the following: waste of fuel, waste of distributed materials, unharvested crops and poor aesthetic appearance of the harvested area or processed vegetation. Thus, there is a need for a system and method to provide real-time planting of the final loops and execution of the final loops, and / or adjustment of the final loops (for example, while an operator is in the implement cabin).

SUMMARY OF THE INVENTION

A method and system for controlling a vehicle comprises a limit-setting mechanism for establishing a boundary for a work area. A vehicle position sensor (for example, a location determination receiver) determines the vehicle's position. A planning mechanism module plans a gross turn of a vehicle to be performed according to a model turn pattern, if the vehicle's position has crossed the limit. An adjustment module can adjust the gross turn of the vehicle to a compensated turn, such that an implement attached to the vehicle follows an implement path that substantially tracks the model turn pattern.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is a block diagram of an embodiment of a vehicle control system for controlling a vehicle according to the invention;

Figure IB is a block diagram of another embodiment of a vehicle control system for controlling a vehicle according to the invention;

Figure 2 is a block diagram of an illustrative final lap planning mechanism with more details than Figure 1;

Figure 3 represents a graphical display of a user interface according to the invention;

Figure 4 is a flow chart of a method for vehicle control according to the invention;

Figure 5 is a flow chart of a method for the step of establishing a limit referred to in the method of Figure 4;

Figure 6 represents illustrative displacement row sections, consistent with the method of Figure 4;

Figure 7 represents sections of additional illustrative displacement rows, consistent with the method of Figure 4; and

Figure 8 represents further sections of additional illustrative displacement rows, consistent with the method of figure 4.

DETAILED DESCRIPTION OF THE INVENTION

A mapped area means a work area with boundaries that are mapped or otherwise defined. A designated area can refer to any portion of the work area or the entire work area. The designated area can mean a map object. A map object refers to a desired portion of the mapped area to be harvested, blasted, harvested, treated, covered, processed or otherwise traveled to perform a task. The boundaries of the mapped area and the boundaries of the map object can be defined to be coextensive with each other, partially contiguous with each other, or not contiguous with each other, for example.

In accordance with an embodiment of the invention, Figure 1A shows a block diagram of a system 100 for controlling a vehicle that includes a final loop planning mechanism 102. The final loop planning mechanism 102 can be coupled to an interface user 104 and a vehicle controller 106. In addition, the final lap planning mechanism 102 can communicate with a vehicle position sensor 114 (e.g., location determination receiver). In one embodiment, the vehicle controller 104 can communicate with one or more of the following: a steering system 108, a brake system 110 and a propulsion system 112. The lines that interconnect the components of system 100 may comprise logical communication paths , physical communication paths, or both. Logical communication paths may comprise signal communication or connections between software modules, instructions or data, whereas physical communication paths may comprise transmission lines, data buses or communication channels, for example.

System 100 can be mounted or loaded by a vehicle.

For example, the vehicle can comprise any agricultural vehicle, agricultural equipment, a combination, a combine harvester, a tractor, harvester, lawn mower and gardening equipment, a construction vehicle, construction equipment, demining equipment, equipment military, mining equipment, or other types of vehicles.

Vehicle controller 106 accepts input data or a final lap plan from the final lap planning mechanism 102 and controls the vehicle consistent with the final lap plan. A final lap plan refers to a vehicle path, an implement path, or both. In one embodiment, the vehicle path, implement path, or both, can be defined as a series of points or coordinates that is arranged on the path, or planned path, of the vehicle. In another mode, the vehicle path, the implement path, or both, can be defined as a quadratic equation, or another equation, which defines the position (or positions as a function of time) of the vehicle or implement.

The vehicle controller 106 can generate control signals for steering system 108, brake system 110, and propulsion system 112 which are consistent with the final lap plane track. For example, control signals may comprise a control signal or direction data message that is time dependent and defines a steering column steering angle; a control signal or braking data message that defines the amount of deceleration, hydraulic pressure, or braking friction applied to the brakes; a control signal or propulsion data message that controls the idle setting, a fuel flow or fuel injection system, vehicle speed or vehicle acceleration. If the vehicle is propelled by a drive or electric motor, the control signal or propulsion data message can control the electrical energy, electric current or electrical voltage from the drive or electric motor.

The steering system 108 may comprise an electrically controlled hydraulic steering system, an electrically driven rack and pinion steering, an Ackerman steering system, or another steering system. The braking system 110 may comprise an electrically controlled hydraulic braking system, or another electrically controlled friction braking system. The propulsion system 112 may comprise an internal combustion engine, a hybrid internal-electric combustion engine system, an electric drive system, or the like.

The vehicle position sensor 114 may comprise a location-determining receiver (for example, a Global Positioning System receiver with differential correction), a radar system, a laser radar system, or ladar, a distance finder, an ultrasonic position detector, a stereo vision system, an optical position system, or other device for determining the position (for example, coordinates) of the vehicle, the implement, or both, in relation to a reference point. The final lap planning mechanism 102 can determine a planned implement path, a planned vehicle path, or both, based on one or more of the following factors: a position determined by the current receiver (for example, from a Global Positioning System (GPS) receiver or another location determination receiver), a direction of travel or trajectory of the vehicle derived from two or more sensor positions vehicle position 114, a desired turn type, an implement model, and a vehicle model. The implement model can incorporate implement geometry, such as width, length, wheelbase, implement configuration, such as a traction, push and hitch configuration, or any other characteristics of the vehicle's implement or implement. Similarly, the vehicle model can incorporate implement geometry, such as width, length, wheelbase, implement configuration, such as traction, push and hitch configuration, or any other characteristic of the vehicle's implement or implement.

System 101 of figure IB is similar to system 100 of figure IA, except that system 101 additionally comprises an implement position sensor 214 mounted or loaded by the implement. The implement position sensor is capable of communicating with the vehicle controller 106 and the final lap planning mechanism 102. The 214 implement position sensor may comprise a location determination receiver (for example, a Global Positioning System receiver with differential correction), a radar system, a laser radar system, or ladar, a distance finder, an ultrasonic position detector, a stereo vision system, an optical position system, or other device for determining the position (e.g., coordinates) of the implement with respect to a reference point (for example, associated with the vehicle). Where vehicle position sensor 114 and implement position sensor 214 are used together in a vehicle-implement combination, vehicle position sensor 114 can be associated with a vehicle identifier and implement position sensor 214 can be associated with an implement identifier to facilitate the distinction of vehicle position data from implement position data (for example, by the final lap planning mechanism 102).

Figure 2 shows a block diagram of an illustrative final lap planning mechanism in more detail. The final lap planning mechanism 102 determines a vehicle's final turn path, the implement's final turn path, or both. The final loop path can be based on a desired loop type (for example, with row skip, electric lamp, adjacent loop) and an implement model. The implement model can incorporate implement geometry, such as width, length, wheelbase and the like of the implement, and implement configuration, such as a pull, push and hitch configuration, and the like. The final lap planning mechanism 102 comprises a limit setting mechanism 202 to establish a work area boundary and a position determination module 204 to determine a vehicle's vehicle position, an implement's implement position , or both. The threshold setting mechanism 202 may comprise a threshold recording engine suitable for recording and storing threshold information. The boundary registration engine can load any type of boundary, such as inner boundaries, outer boundaries, and boundary boundaries, associated with a land area, such as a field or plot of land, and store boundary data in memory. The loaded limit data can be transmitted to other system components. The limit registration engine can provide notification upon completion of the limit load.

In one embodiment, the boundary-setting mechanism 202 comprises an intersection track motor suitable for tracing an intersection. For example, the intersection can represent one or more of the following items: (1) an intersection between an implement path and a boundary or (2) an intersection between a vehicle path and a boundary (for example, through the limit record). The intersection trail engine can actively or passively search for past intersections in a mapped area, designated area or any other desired area.

One or more work area limits can be stored in the data store associated with the final lap planning mechanism 102 in preparation for operating the vehicle in the work area. During an initialization phase of system 100 (for example, when system 100 is first activated for use in a certain workspace), a collection of limits that are relevant to the workspace can be retrieved from the data store or selected by the operator via user interface 104. Alternatively, the final lap planning mechanism 102 can automatically select limits based on a current vehicle location determined by position sensor 114. The operator can enter new limits, or collect them, via the user interface 104 The operator can store, retrieve, modify or delete limits through an application programming interface (API) call to the data store or database, for example.

For each vehicle path or implement path that is relevant to a work area, the final turn planning mechanism 102 can refer to a path intersection track engine based on the path. The intersection track engine resumes the intersections that occur on the specified route to the intersection track engine. The intersection track engine caches the intersections reported by the track intersection track engine and resumes a list of intersections. The list of intersections can be reviewed and attributes can be established regarding the intersection through the user interface (for example, via an API call or based on the intersection).

An attribute is whether or not the intersection when requesting the nearest intersections is ignored. Intersections marked as ignored can later be established as not ignored via user interface 104 (for example, via an API call). The other attribute is what kind of region transition occurs at the intersection. When there is a path change, the intersections cached by the intersection track engine can be reset (for example, via an API call) by the intersection track engine.

A current or future vehicle path or implement path can become a new path, or a modified path. The intersection track engine can be notified that the intersection track engine needs to refresh the cache of the intersection track engine from intersection points. To perform cache refresh, an owner of the intersection trail engine requests a list of all intersections. When the list of intersections is requested, the intersection track engine validates the state of future intersections. The intersection track engine discards intersections that are no longer valid and against all new intersections. The updated list of intersections can be revised and intersection attributes can be modified as desired.

At any time when the position determination module 204 establishes the current location of vehicle information relative to intersections of limits closer to the current position, it may be necessary. Closest future and closest past intersections can be requested. If there is a future intersection that is not discarded, the intersection track engine resumes to the nearest future intersection that is not being ignored; otherwise, an indication can be made that the future intersection is not found. If there is a past intersection that has not been discarded, the intersection track motor resumes to the nearest considered intersection; otherwise, the intersection track engine indicates that a past intersection was not found. Also, a collection of impassive and field boundaries is present, a collision detection engine can determine the distance to the nearest collision each time the GPS.

The limit setting mechanism 202 communicates established limit data to the position determination module 204. The position determination module 204 obtains location data (for example, geographic position or geographic coordinates) of the vehicle in relation to a work area to the vehicle. The position determination module 204 can communicate with the position sensor 114 (for example, a Global Positioning System (GPS) receiver with differential correction). In an additional modality, an optical or laser positioning system that measures the position of the implement in real time in relation to the position determined by the receiver (for example, GPS position) during the turn can be mounted on an implement. The position determination module 204 is suitable for estimating the implement path based on a position determined by the receiver (for example, GPS position), a desired turn type or an implement model. According to an embodiment of the invention, the implement model comprises implement geometry or implement configuration. The estimated implement path is estimated based on an optical or laser positioning system mounted on the appropriate implement to measure the implement's position in real time relative to the position determined by the receiver (eg GPS position) during the lap. The implement model is evaluated to determine whether a particular lap is possible and that it will not use more space than a specified area or zone allocated for the lap.

In one embodiment, system 100 may also comprise an implement position sensor 114 (for example, optical or laser position sensor) mounted on the implement and in communication with the position determination module 204. Position sensor 114 can provide a position of the implement relative to the determined position of the location determination receiver mounted on the vehicle. The relative position determined by the position sensor 114 can be used by the adjustment module 208, as will be described, to track the pattern around the model. The position sensor 114 can be a laser navigation system that interacts with several active transmission beacons or passive reflective beacons at corresponding known fixed locations or a radio frequency navigation system that interacts with several active beacons or passive reflective beacons in corresponding known fixed locations. A vehicle mounted receiver of the laser navigation system or radio frequency navigation system can determine the arrival time, the arrival angle, or both, of electromagnetic signals (for example, optical, infrared or radio frequency) that propagate from three or more beacons to determine location data for the vehicle as the vehicle moves through the mapped area or work area. The navigation system provides vehicle location data in relation to a reference location or in terms of absolute coordinates with a desired degree of precision (for example, a tolerance in a range of more or less 2 centimeters to plus or minus 10 centimeters actual vehicle location).

The final lap planning mechanism 102 also comprises a gross turn planning 206 to plan a gross lap of a vehicle in communication with the limit setting mechanism 202 and position determination module 204. The gross lap planning mechanism can perform a gross lap according to a model lap pattern, if the given position crosses the limit. The gross turn planning mechanism 206 is suitable for creating a turn when an earth point boundary is approaching. An alert can be transmitted to the operator that a lap is approaching. The gross lap planning mechanism 206 finds an available lap route and acquires a route before the lap and after the lap. After the route has been located, the gross turn planning mechanism 206 acquires information related to the route such as an ordered point further back, a limit segment index, or a route identification number (ID) of the route used to find the intersection of the land point boundary. The acquisition of the point is accomplished through an API call to a limit transition monitor. The gross turn planning mechanism 206 acquires the route for the respective ID and establishes an end point on the route. The route creator is called by an API call to compute a corresponding endpoint with the route ID. By computing the end point, the route creator establishes the end point of the route. The gross turn planning mechanism 206 calls an implement guide API for an implement guide engine to update the end point to match the end point created by the path creator. The guide motor of the implement acquires the end point and computes an end point of the implement path. The implement path positions the implement to keep the implement on the implement path and is determined by an implement guide motor. The gross turn planning mechanism 206 calls an endpoint API of the established path to establish the end point of the implement path given the implement path ID and end point of the computed implement path. The gross turn planning mechanism 206 saves the implement's endpoint as a start position for the lap and creates a future route in current mode via an API call to create a next route using, for example, multiple hops, track spacing and turn direction. The gross turn planning mechanism 206 can also determine future points of interest, first points of intersection, past points of intersection or subsequent points of intersection for the current route. The gross turn planning mechanism 206 can establish an intersection point for the current path as the position of the final turn. The gross lap planning mechanism 206 can record the boundary lap route with a route manager.

The final lap planning mechanism 102 may additionally comprise an adjustment module 208 for adjusting the vehicle gross turn in communication with at least one of the gross turn planning mechanism 206, the position determination module 204 and the establishment mechanism Limit 202. An adjustment module 208 can be used to improve the positioning accuracy of the implement during the limit loop. The ideal path is used for the implement path (instead of the vehicle path). The system adjustment module 208 allows fine adjustments to be made one revolution. Adjustments may include pushing a turn further to a land point, making a larger or smaller turn radius, or any other suitable adjustment to create a plurality of supposed rows according to the need for the final lap pattern. An alleged row is a measure of drive accuracy. An operator can execute a pass with a work implement. A typical work implement (such as a planting machine) crosses or creates multiple rows in a single pass through a farm field, and each row is established on the ground substantially uniformly spaced according to the mechanical arrangement of the implement, such as the spacing of the row units in a planting machine (for example, a common row spacing of 30 inches (762 millimeters) one row of the next). An operator can execute an adjacent pass with the same implement, establishing a next set of substantially uniform and perfectly spaced rows. It is contemplated that at least one row between two passes with a spacing not determined by the mechanical configuration of the implement, but well with how accurately the two adjacent passes were given. This row is usually referred to as a supposed row or an odd, or intermediate row. In a typical field, there may be an alleged row for each pass made by the implement in the field. A supposedly highly accurate row will be spaced similarly to the rows established by the implement (for example, a width 30 (762 mm) consistently). An alleged low precision row will vary (for example, greater than 30 (762 mm), less than 30 (762 mm), or both), compared to the row spacing established by the implement. The system and method can provide supposedly accurate rows at the point of intersection with the boundaries.

The lap pattern repeats all subsequent passes on the field. When the boundary at the edge of a work area changes, the gross turn planning mechanism 102 identifies the change and continues to make the turn until the vehicle and implement return to the field. Similarly, when an angled portion of the approaching boundary is crossed, the final turn planning mechanism 102 makes a turn in such a way that the vehicle and implement go back into the field at an angle that allows for a better way than the mechanism planning for the final lap matches previous passes.

For the specific case where the spacing between a first pass and the next is less than the radius of the vehicle and implement turn, the system automatically arches the turn to maintain the turn radius requirement, such as performing a lamp-like turn pattern electrical, or similar. A turn radius can be adjusted to a very small value (for example, turn radius &lt;1 foot (30.48 cm)) for configurations such as tracked vehicles with mounted attachments, or it can be very large, as in the case of a vehicle four-wheel drive (4WD) with a large towed planting machine (for example, turn radius up to 150 feet (51.7 meters)).

Figure 3 represents a graphical display of a user interface 104 according to the invention. The vehicle operator defines the boundaries of the land and field point, as well as various parameters of the vehicle and implement (for example, width, radius of the lap, length, pattern of the lap) via user interface 104, and starts to operate the vehicle in the field. When the vehicle approaches an earth point limit, the final turn planning mechanism 102 prescribes a turn to pull the vehicle to the next pass with the most efficient final turn possible in terms of the required earth point size. User interface 104 can display a plurality of settings suitable for operator selection, such as the hop selection number 302, a turn direction indicator 304, a confirmation turn warning indicator 306, a confirmation message receipt 308 that confirms receipt of modifications such as change of direction, a change in the minimum number of hops, or both, a selection of the type of lap pattern (not shown), or any other setting that can be selected by a user. The operator can modify any of the lap settings, if desired. For example, the operator can confirm the expected turn direction, switch the turn direction, or change the number of hop settings. It is contemplated that the operator can be alerted that the lap is approaching. A user can also confirm a lap indication alert via user interface 104 before the final lap planning mechanism predicts the lap. Based on the type of lap pattern configured, the number of hops and the state of a vehicle's lap pattern status, a lap direction indicator can be issued a certain time before the lap or starting a sequence. If the operator confirms the alert without changing a lap setting, the lap settings are accepted and a next lap route can be predicted. If the operator modifies changes in the direction of the lap or the number of hops, the new number of hops adjustments is saved and the pattern vehicle status of the lap is zeroed, unless the state vehicle is in an initialized state. If the lap pattern state is in an initialized state for the vehicle, a new lap direction can be used to start a lap pattern state vehicle. In addition, new parameters can be used to predict a new route back.

Although the vehicle automatically follows the final lap path, it is contemplated that the operator can manually control the vehicle at any time. Manual control can be initiated by manually driving off the specified path. The operator can also control vehicle speed, braking and gear changes as desired. Automatic final loops are designed to guarantee supposed uniform rows at the beginning and end of the pass and compensate for implement drag when using drag implements and the shape of the loop required for the vehicle and type of implement.

Figure 4 is a flow chart of a method 400 for vehicle control according to the invention. The method in figure 4 starts at step 402.

In step 402, the limit setting mechanism 202 or the final lap planning mechanism 102 establishes a boundary for a work area.

In step 404, a position determination module 204, the final lap planning mechanism 102, or position sensor (114 or 214) determines a position of the vehicle, the implement, or both. For example, position determination module 114 can receive position data (e.g., coordinates) from vehicle position sensor 114, implement position sensor 214, or both. If the position determination module 204 receives vehicle position data from a location determination receiver or the vehicle position sensor (114 and / or 214), the position determination module 204 can estimate implement position data corresponding based on the configuration and dimensions of the vehicle, the configuration and dimensions of the implement, and the attachment configuration between the vehicle and the implement.

In step 406, the gross turnover planning mechanism

206 or the final lap planning mechanism 102 plans a gross turn of a vehicle. For example, the gross lap planning mechanism 206 or the final lap planning mechanism 102 plans a lap to be performed according to a planned model lap pattern, if the determined position (eg vehicle position) of the vehicle cross the limit. However, in an alternative embodiment, the gross lap planning mechanism 206 or the final lap planning mechanism 102 plans a lap to be performed according to a planned model lap pattern if the implement position is determined from the implement (eg a trailing edge or implement lead) cross the boundary.

In step 408, the adjustment module 208 or the final turn planning mechanism 102 adjusts the gross turn of vehicle 408 to a compensated turn in such a way that the implement attached to the vehicle follows a path of the target implement or the path of the desired implement that substantially tracks the pattern back from the planned model. Step 408 can be performed according to various techniques that can be applied separately or cumulatively. In a first technique, the adjustment module 208 or the final turn planning mechanism 102 estimates an implement path based on an implement implement position. For this purpose, method 400 may comprise obtaining location data (e.g., geographical position or geographic coordinates) from the vehicle with respect to a work area for the vehicle and converting the vehicle location data into position or vehicle location data. implement. Location data can be obtained using a Global Positioning System (GPS) receiver with differential correction.

According to a second technique, the adjustment module 208 or final turn planning mechanism 102 can establish a desired implement path based on a desired turn type (for example, row jump, light bulb, adjacent turn) and an implement model. The implement model can incorporate implement geometry such as width, length, wheelbase and the like of the implement, and implement configuration, such as a pull configuration, a pushed configuration, a hitch configuration, or any other configuration of implement.

According to a third technique, an implement model is evaluated to determine whether a gross turn is executable and capable of execution without crossing a geographic area larger than an area or the specified zone allocated for the gross turn. Step 408 may further comprise selecting an alternating lap type if an initial selection is unenforceable within the specified area. For example, the tightest possible turn can be degraded because of the wheel slip factor, which can be based on the general soil type (eg sand, clay, etc.) or moisture content, and a type of turn alternating can be used to compensate for degradation in a region of the work area.

According to a fourth technique, an adjustment module 208 or final turn planning mechanism 102 can generate an adjustment in the gross turn based on whether the desired implement is hinged, hitched, towed or semi-mounted. For example, adjustments can be determined by selecting the standard back model on a hierarchical basis. The hierarchical base prefers a row skip mode as a preferred model turn pattern to an alternate pass mode and an electric lamp type turn mode, unless there is not enough space between the boundary and the edge to execute the mode. row jump. The hierarchical base prefers the alternate pass mode as the preferred model turn pattern to an electric lamp type turn mode, unless there is not enough space between the boundary and the edge to perform the alternate pass mode.

In an additional modality, the method for controlling a vehicle comprises establishing an interior boundary of a work area and an edge, determining a position of the vehicle by means of a location determination receiver, planning by means of a user interface. vehicle while operating the vehicle in the work area, a rough turn of a vehicle to be performed from a starting point coinciding with a segment of the vehicle path (e.g. starting row, linear path segment or contour path segment) according to a model turn pattern if the determined position crosses the limit, and adjust the gross turn of the vehicle to a compensated turn, in such a way that the vehicle and the implement remain within of the authorized zone between the boundary and an edge of the work area, and in such a way that an end point of the compensated lap is generally aligned or co-extensive with a segment of the next vehicle path (for example, next row, linear path segment or contour path segment) to be traversed within the work area.

Referring to figure 5, step 402 of setting a boundary of a work area can additionally comprise performing steps 502, 504 and 506.

In step 502, the limit setting mechanism 202 or the final loop planning mechanism 102 tracks an intersection of the desired implement path with the limit. In one embodiment, an intersection can be tracked using an intersection track engine to detect an intersection of the desired implement path and the multiple input limit (for example, database data, intersection data nearest past, nearest future intersection data, limit data, past limit data, future limit data, probable limit data). The intersection trail engine can use a database to determine a set of closest past intersection data or nearest future intersection data for a given path base for a given boundary collection. In one example, the database may contain a collection of limits fed through the 104 user interface. Entries can include data collected referring to a past or future limit. Limit data can be stored to determine likely intersection limits on a given route base or planned route structure. A drawn limit can be inspected with respect to the intersection between the base of the route and the limit. The intersection track engine has the ability to analyze future or past intersection data, determine a near future or past intersection point and provide the data according to the request.

In step 504, the limit setting mechanism 202 or the final lap planning mechanism 102 determines a starting point offset from the limit. Step 504 can be performed according to various techniques that can be applied alternatively or simultaneously.

According to a first technique, an offset determination of the starting point of a return path begins using the intersection position obtained from a boundary transition monitor or the intersection track motor. In a first example, the intersection position represents the implement's position when the implement completely crosses the boundary. In a second example, the intersection position represents the position of the implement when the implement has completely left the work area. The implement can leave the work area to minimize the number of hops or skipped rows. In a third example, the intersection position represents the position of the implement when the implement started to leave the work area. The implement can leave the work area to minimize overlap to cover or traverse the work area with the implement.

According to a second technique, a starting point for the implement turn is determined by moving the intersection position back to or towards the work area. In one embodiment, the displacement value is generally equal to the displacement of the land point from the starting point.

According to a third technique, a starting point of the implement turn can be selected for consistency between the starting point and the end point of the implement return path. In this way, those candidate implement loops that are not associated with consistent starting points and end points are rejected or eliminated from further search of a starting point and a preferred end point of the implement path loop. The point resulting from the implement's turn is established as the end point of the implement's path before the turn. After the end point has been established, the vehicle's respective path can be updated. The starting point for the vehicle's return is established in order to match the end point of the vehicle's route before the return. The marriage can be done after the vehicle path has been updated.

According to a fourth technique, through the user interface 104, an operator can move a starting point or an end point of the lap in the work area in an increment or decrement to compensate for the conditions or variations of the field at the limits from Camp.

According to a fifth technique, the final lap planning mechanism 102, adjustment module 208 or user interface 104 limits the increment or decrement by a spatial displacement or temporal displacement based on an impassive limit beyond the limit to prevent the vehicle or the implement crosses the impassive limit.

According to a sixth technique, the final lap planning mechanism 102, adjustment module 208 or user interface

104 you can dynamically adjust at least one of the start and end points of the lap in the work area by using an increment or decrement based on a previous run of a lap to align the end point of the limit.

In step 506, the limit setting mechanism 202 or the final lap planning mechanism 102 determines an offset from the end point of limit 506 to the desired implement path proportional to a vehicle's ground speed. Step 506 can be performed according to several procedures that can be applied separately or simultaneously.

According to a first procedure, the location of the displacement of the end point 506 of a turn path begins using the intersection between the boundary of the land point and the path of the vehicle that follows the turn. In one mode, a next vehicle path can be created for the current track mode. The intersection is located using a 206 turn planning mechanism.

According to a second procedure, the end point of the vehicle's turn is located by shifting the intersection of the next vehicle's control path for or against the field. In one embodiment, the displacement value is approximately equal to the receiver's inline displacement minus the ground point displacement at the end point. The resulting end point or end point can represent a starting point following the vehicle's route to the next row after the lap. After the next starting point of the vehicle path after the lap has been established, the final lap planning mechanism 102 makes a call to the extension path creator who updates the respective implement path.

According to a third procedure, the end point of the implement turn can be selected by the consistency between the starting point and the starting point of the implement turn path. In this way, those candidate implement turns that are not associated with consistent starting points and end points are rejected or eliminated from further search for a starting point and preferred end point of the implement path turn. The end point of the implement's turn is established so as to match the starting point of the vehicle's path after the turn. In one configuration, the matching of the end point and the start point can be completed subsequently to an update call to the extension path creator.

According to a fourth procedure, through user interface 104, an operator can move a starting point or an end point of the lap in the work area by an increment or a decrement to compensate for field conditions or variations at the field boundaries .

According to a fifth procedure, the final lap planning mechanism 102, adjustment module 208 or user interface 104 limits the increment or decrement by means of a spatial displacement or a temporal displacement based on an impassive limit beyond the limit to prevent the vehicle or implement from crossing the impassive limit.

According to a sixth procedure, the final loop planning mechanism 102, adjustment module 208 or user interface 104 can dynamically adjust at least one of the start and end points of the loop in the work area in an increment or a decrement based on a previous run of a lap to align the end point with the limit.

Method 400 may further comprise allowing an operator to operate the vehicle in the work area to dynamically select a lap mode corresponding to the model lap pattern from an alternating pass mode, a row skip mode, and a back type electric lamp. The 400 method can allow the operator to dynamically select the lap mode up to a minimum duration time or a minimum distance to approach the limit. Method 400 may also be suitable for alerting an operator through a user interface before executing the compensated lap.

Method 400 may also comprise allowing an operator operating the vehicle in the work area to dynamically select a turn mode corresponding to the model turn pattern of an alternating pass pruning, a row hopping mode, a lamp type turn mode electric, and allow the operator to dynamically select the lap mode up to a minimum duration time or a minimum distance from approaching the limit. A return route can be created in real time and does not require manual intervention.

The 400 method can allow the operator to move the start or end point of the lap in the work area by an increment or decrement to compensate for field conditions, curves, discontinuities, chokes, obstacles, variations or irregularities in at least one of the edge and boundary. Method 40 can additionally provide adjustment of at least one of the starting point and a lap end point dynamically in the work area by an increment or a decrement based on a previous run of a lap to align the end point with the limit . Method 400 can also limit the increase or decrease in a spatial displacement or a temporal displacement based on an impassive limit beyond the limit to prevent the vehicle or implement from crossing the impassive limit. Method 400 can alert the operator via a user interface of a compensated lap to be performed before executing the compensated lap.

Method 400 may also comprise mounting a position sensor (e.g., optical position sensor or laser) on the implement in such a way that the position sensor provides a position of the implement in relation to the determined position of the location determination receiver mounted on the implement. vehicle. The adjustment uses the relative position to track the pattern back model. The position sensor can be a laser navigation system that interacts with several active transmission beacons or passive reflective beacons in corresponding known fixed locations or a radio frequency navigation system that interacts with several active beacons or passive reflective beacons in locations corresponding known landmarks. A vehicle-mounted receiver of the laser navigation system or radio frequency navigation system can determine the arrival time, the arrival angle, or both, of electromagnetic signals (for example, optical, infrared or radio frequency) that propagate from three or more beacons to determine location data for the vehicle as the vehicle moves through the mapped area or work area. The navigation system provides vehicle location data in relation to a reference location, or in terms of absolute coordinates with a desired degree of precision (for example, a tolerance in a range of plus or minus 2 centimeters plus or minus 10 centimeters from the actual real location of the vehicle).

Referring to figures 6-8, illustrative displacement row sections are shown. While in the field, the operator can select a predefined set of lap parameters: alternating pass patterns, jump passes, or jump and fill patterns. Referring specifically to figure 6, an alternate pass configuration 600 is illustrated. In the loop pattern of figure 6, the direction is switched (right, left and right) alternately. Referring to figure 7, a Semper Salto N 700 configuration is illustrated. In the configuration in figure 7, n + 1 tracks are skipped going in the forward direction, and n tracks are skipped in the opposite direction. The direction of the turn is adjusted to the right initially. After completing all laps in the same direction, the direction of the lap is switched and the pattern is followed. Referring specifically to figure 8, a configuration of Always Jump 0 800 is illustrated. Additional jump options are available, as is an option for first

Salto da Volta, which allows the 100 system to always skip at least one pass, thus ensuring that only one U lap is created.

It should be understood that the present invention can be conveniently implemented in forms of a software package. A software package like this can be a computer program product that employs a computer-readable storage medium including stored computer code that is used to program a computer to perform the disclosed function and process the present invention. Computer-readable media may include, but are not limited to, any type of conventional floppy disk, optical disk, CD-ROM, magnetic optical disk, ROM, RAM, EPROM, EEPROM, magnetic or optical plate, or any other suitable medium for storing electronic instructions.

The specific order or hierarchy of steps in the methods previously presented are examples of exemplary approaches. Based on the design preferences, it should be understood that the specific order or hierarchy of steps in the method can be rearranged, while still remaining within the scope of the present invention. The attached method claims elements present from the various steps in a sample order, and should not be limited to the specific order or hierarchy presented.

The method and system and many of its resulting advantages will be understood by the description presented, and it will be apparent that several changes can be made in the form, construction and arrangement of its components without departing from the scope and spirit of the invention, or without sacrificing all its advantages of material. The form described hereinabove is merely an explanatory modality thereof, and it is the intention of the following claims to encompass and include such changes.