Method and apparatus for controlling vehicle steering

Abstract

A method, apparatus, system, and article of manufacture for controlling vehicle steering are disclosed. An exemplary apparatus includes: a path acquisition interface configured to obtain a sampling interval via a user interface; and a controller configured to, during an acquisition mode, determine a steering angle of a wheel of the vehicle based on a trigonometric function including a distance associated with a turning radius of a front wheel; and cause a Global Navigation Satellite System (GNSS) receiver to travel from a first location to a second location using the steering angle, the GNSS receiver being at the first location at a first sampling time and at the second location at a second sampling time, the first sampling time and the second sampling time differing by the sampling interval.

Description

[0001] Related applications

[0002] This patent application originates from an application claiming the benefit of U.S. Provisional Patent Application Serial No. 62 / 870,898, filed on July 5, 2019. U.S. Provisional Patent Application Serial No. 62 / 870,898 is hereby incorporated by reference in its entirety. Priority to U.S. Provisional Patent Application Serial No. 62 / 870,898 is hereby claimed. Field of the Invention

[0003] The present disclosure relates generally to vehicle control, and more particularly, to methods and apparatus for controlling vehicle steering. Background Art

[0004] In recent years, agricultural vehicles have become increasingly automated. Agricultural vehicles can be semi-autonomous or fully autonomous driving and performing operations on the fields. Agricultural vehicles use tools including planting tools, spraying tools, harvesting tools, fertilizing tools, scraping / cultivating tools, etc. to perform operations. These autonomous agricultural vehicles include multiple sensors (e.g., global navigation satellite system (GNSS), global positioning system (GPS), light detection and ranging (LIDAR), radio detection and ranging (RADAR), sound navigation and ranging (SONAR), telematics sensors, etc.) to help navigation without assistance from human users or in limited assistance. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Figure 1 is a schematic illustration of an exemplary vehicle and an exemplary vehicle control network for guiding the vehicle.

[0006] Figure 2 is a kinematic illustration of a system including an exemplary front wheel steering vehicle and an exemplary GNSS receiver.

[0007] Figure 3 is a kinematic illustration of a system including an exemplary rear wheel steering vehicle and an exemplary GNSS receiver.

[0008] Figure 4 is configured to generate Figure 1 Wheel angle command and path display data Figure 1 Schematic diagram of the controller.

[0009] Figure 5A is an illustration of exemplary code that, when executed by a processor, solves for a desired path solution when a damping ratio is less than a threshold.

[0010] Figure 5Bis an illustration of exemplary code that, when executed by a processor, solves for a desired path solution when a damping ratio is a threshold.

[0011] Figure 5C is an illustration of exemplary code that, when executed by a processor, solves for a desired path solution when a damping ratio is greater than a threshold.

[0012] Figure 6 is a graphical representation depicting lateral error of a front wheel steered vehicle versus time for varying natural frequencies.

[0013] Figure 7 Is a description of Figure 6 Graphical illustration of the lateral error versus time for a front wheel steering vehicle with varying natural frequencies for alternative damping ratios.

[0014] Figure 8 Is a description of Figure 6 and Figure 7 Graphical illustration of the lateral error versus time for a front wheel steering vehicle at different natural frequencies for alternative damping ratios.

[0015] Figure 9 is a graphical illustration depicting lateral error of a rear wheel steered vehicle versus time for varying natural frequencies.

[0016] Figure 10 Is a description of Figure 9 Graphical illustration of the lateral error versus time for a rear-wheel steering vehicle with varying natural frequencies for alternative damping ratios.

[0017] ] Figure 11 Is a description of Figure 9 and Figure 10 Graphical illustration of lateral error versus time for a rear-wheel steering vehicle at different natural frequencies for alternative damping ratios.

[0018] Figure 12 It means that it can be executed to implement Figure 1 A flow chart of machine-readable instructions for an exemplary vehicle control network to control steering of a front-steering vehicle.

[0019] Figure 13 It means that it can be executed to implement Figure 1 A flow chart of machine-readable instructions for an exemplary controller to determine wheel angle commands for front wheels of a front steering vehicle.

[0020] Figure 14 It means that it can be executed to implement Figure 1 A flow chart of machine-readable instructions for an exemplary vehicle control network to control steering of a rear-steer vehicle.

[0021] Figure 15 It means that it can be executed to implement Figure 1 A flow chart of machine-readable instructions for an exemplary controller m determining wheel angle commands for rear wheels of a rear-steer vehicle.

[0022] Figure 16 is constructed to execute Figures 12 to 15 To implement the instructions Figure 1 and Figure 4 Block diagram of an exemplary processing platform for a vehicle control network.

[0023] The drawings are not drawn to scale. Generally, the same reference numbers are used throughout the drawings and accompanying written description to refer to the same or like parts.

[0024] When identifying multiple elements or components that can be referred to individually, the descriptors "first," "second," "third," etc. are used herein. Unless otherwise specified or understood based on the context of their use, such descriptors are not intended to confer any priority, physical order or arrangement in a list, or temporal ordering, but are merely used as labels for referring to multiple elements or components individually for ease of understanding the disclosed examples. In some examples, the descriptor "first" can be used to refer to an element in the detailed description, while the same element can be referred to in the claims using different descriptors such as "second" or "third." In such examples, it should be understood that the use of such descriptors is merely for the convenience of referencing multiple elements or components. DETAILED DESCRIPTION

[0025] The automation of agricultural vehicles is highly desirable commercially because automation can improve the accuracy of performing operations, reduce operator fatigue, improve efficiency, and produce other benefits. Automatic vehicles move by following guide lines. Conventional methods for producing guide lines include using a feedback control system that relies on control parameters and / or controller gain to control the system. For example, such control parameters include proportional controllers, integral controllers, and differential (PID) controllers. Such conventional controllers require at least four control parameters (e.g., controller gain) to control the vehicle in a specific operating mode. The controller can have many different operating modes, including acquisition operating mode and tracking operating mode. As used herein, "tracking," "tracking mode," "tracking operating mode," and / or their derivatives refer to following and / or tracking guide lines. As used herein, "acquisition," "acquisition mode," "acquisition operating mode," and / or their derivatives refer to arriving at a guide line, path, and / or acquiring a position substantially similar to the guide line (e.g., within one meter, within half a meter, within two meters, etc.).

[0026] While it may be desirable to use a conventional controller when the vehicle has already acquired a guideline (e.g., when the vehicle is in tracking mode), such a conventional controller becomes incredibly cumbersome when controlling the vehicle after the vehicle has acquired a guideline (e.g., when the vehicle is in acquisition mode). For example, the vehicle may acquire a guideline from many different locations. In some examples, the vehicle is parked. In other examples, the vehicle is operating in a field and is manually controlled. In still further examples, the vehicle transitions from one guideline to another.

[0027] When using conventional design methods, designing a satisfactory controller capable of reliably acquiring a guideline requires many hours of vehicle operation to arbitrarily adjust control parameters to determine multiple control parameter data sets that the conventional controller can use to acquire the guideline from a location in a field or other environment. Each control parameter is a function of the vehicle's position relative to the guideline and the speed at which the vehicle is operating to acquire the guideline. Therefore, during the design cycle, each control parameter must be individually tuned for a predetermined number of speeds and distances from the guideline.

[0028] Conventional controllers must include a large amount of memory allocated for control parameter data sets for each operating mode. For example, if a conventional controller includes four control parameters for acquisition mode operation, each control parameter must be tuned for a preset number of speeds (e.g., five) and a preset number of distances from the guide line (e.g., 5 meters). Each control parameter is typically three bits, and with 100 control parameters to handle five distances and five speeds, the resulting stored data set requires at least 700 bits of memory. Adding additional control parameters (e.g., controller gains) significantly increases the number of control parameters that a conventional controller must store.

[0029] In addition to the already large memory required for each data set stored, additional logic overhead is required to maintain, read, and write the memory.The amount of data required by conventional controllers to reliably control the vehicle in multiple different operating modes can easily reach into the kilobyte and megabyte range.

[0030] Furthermore, during operation of a conventional controller, the end user is unable to influence the rate at which the vehicle acquires the guidance line. This is undesirable for some end users, as such end users prefer to have some control when operating the vehicle rather than a fully autonomous driving control system.

[0031] In contrast to conventional control methods, the examples disclosed herein reduce the memory required for operating a controller including acquiring an operating mode. The examples disclosed herein provide an effective method for determining a wheel steering angle command to cause a vehicle to acquire a guide line without using control parameters. For example, the examples disclosed herein determine a vehicle's path and cause the vehicle to track the path when it acquires a guide line without using control parameters (e.g., controller gain). In addition, the examples disclosed herein control the vehicle even in the presence of vehicle slip (e.g., a change from the determined path due to environmental conditions) because the examples disclosed herein update the vehicle's path at each sampling interval of the GNSS receiver (e.g., the time between the first sampling time and the second sampling time). Therefore, the path that the vehicle acquires the guide line is based on the vehicle's current position. In addition, the examples disclosed herein actively determine the vehicle's path and present the path to the end user. The presented path is updated in real time and shows the vehicle's current position.

[0032] Examples disclosed herein allow for real-time determination of a path to be followed as a vehicle acquires a guidance line. The path to be followed is determined based on a set formula that can be implemented by machine-readable instructions. Examples disclosed herein determine the wheel angle commands required to cause a vehicle's GNSS receiver to acquire a path in real-time (e.g., to cause the vehicle's GNSS receiver to acquire a desired path). For example, a controller of a vehicle implementing the examples disclosed herein determines a direction vector for the vehicle's desired path at the GNSS receiver's sampling rate and, utilizing machine kinematics and geometry, determines a steering angle to cause the vehicle's velocity vector to point in the direction of the vehicle's direction vector. Furthermore, because GNSS receiver data is updated at sampling intervals, any slip that may occur due to environmental conditions is accounted for, thereby preventing abrupt changes in the guidance line and / or turbulent acquisition. Furthermore, because examples disclosed herein rely on the vehicle's actual position after each GNSS receiver sampling interval to determine the vehicle's next desired position within the path to be followed, abrupt changes in the guidance line and / or turbulent acquisition are prevented. In this way, a path to be followed is determined at the GNSS sampling rate, given a new starting position (e.g., a position the vehicle has actually reached).

[0033] Figure 1FIG1 is a schematic diagram of an exemplary vehicle 102 and an exemplary vehicle control network 104a for guiding the vehicle 102. The vehicle 102 includes the vehicle control network 104a, an exemplary user display 106, an exemplary first sensor 108, an exemplary second sensor 110, an exemplary rear wheel 112, and an exemplary front wheel 114. The vehicle control network 104a includes an exemplary device sensor interface 116, an exemplary GNSS receiver 118, an exemplary path acquisition interface 120, an exemplary controller 122, an exemplary steering control interface 124, an exemplary path interface 126, and an exemplary tracking mode controller 128.

[0034] exist Figure 1 In the example illustrated in FIG, vehicle 102 is an agricultural vehicle (e.g., a tractor, front loader, harvester, cultivator, or any other suitable vehicle) configured to acquire and / or track the projected path. For example, vehicle 102 may be a tractor capable of automatically following a row of crops to harvest the row of crops. Figure 1 In the example disclosed herein, the operating direction of the vehicle 102 is associated with the direction of the front wheels 114 (e.g., the vehicle 102 is a front-steering vehicle). In additional or alternative examples, the operating direction of the vehicle 102 is associated with the direction of the rear wheels 112 (e.g., the vehicle 102 is a rear-steering vehicle). In the examples disclosed herein, the vehicle 102 is equipped with a vehicle control network 104a to control and / or otherwise command the vehicle 102 to acquire and / or track a predetermined path. The vehicle control network 104a is explained in more detail with respect to the components in the vehicle control network 104a.

[0035] exist Figure 1In the example embodiment, the user display 106 included in the vehicle 102 is an interactive display in which a user can select and / or enter desired inputs (e.g., select a screen display, enter a desired vehicle speed, enter an aggressiveness variable, select a sampling interval, turn the vehicle on and / or off, etc.) before, during, and / or after operation of the vehicle 102. In the example disclosed herein, the user can select an aggressiveness variable via the user display 106 to change how quickly the vehicle acquires a path. The aggressiveness variable includes a damping ratio corresponding to the "smoothness" of the vehicle's travel during acquisition mode. For example, a lower damping ratio (e.g., less than 1.0) corresponds to a greater deviation from the desired path during acquisition mode (e.g., the vehicle 102 may overshoot the desired path, which may be desirable in certain circumstances), but will arrive at the desired path more quickly. In yet another example, a higher damping ratio (e.g., greater than 1.0) can correspond to a smaller variation from the desired path during acquisition mode (e.g., the vehicle 102 may undershoot the desired path, which may be desirable in certain circumstances), but will arrive at the desired path less quickly. In the examples disclosed herein, the natural frequency corresponds to the slope of the path taken during acquisition mode. For example, if the user selects a lower natural frequency (e.g., 0.8), the slope toward the desired path can be smaller. In yet another example, if the user selects a higher natural frequency (e.g., 0.8), the slope toward the desired path can be greater. In the examples disclosed herein, the sampling ratio selected by the user refers to the desired interval for collecting position data and / or calculating the projected path. In the examples disclosed herein, the user can select and / or otherwise change the damping ratio, natural frequency, and / or sampling interval via a graphical user interface (GUI), buttons, knobs, etc. on the user display 106. In the examples disclosed herein, the user display 106 communicates with the vehicle control network 104a to relay and / or receive any of user input, exemplary route display data 125, etc. In some examples disclosed herein, the user display 106 is a liquid crystal display (LCD) touch screen, such as a tablet computer, a fourth generation CommandCenter, or a similar device. TM Displays, computer monitors, etc.

[0036] exist Figure 1In the example illustrated in FIG, the first sensor 108 is located near the rear end of the vehicle 102. The first sensor 108 is a speed sensor that determines the speed and / or direction of the vehicle 102. The first sensor 108 communicates with the vehicle control network 104a to provide data representing the vehicle's speed. In other examples disclosed herein, the first sensor 108 can be located in and / or on any suitable portion of the vehicle (e.g., the front of the vehicle 102, the top of the vehicle 102, near the driver's side, near the passenger's side, etc.). Additionally, in other examples disclosed herein, the first sensor 108 can be any suitable sensor on the vehicle 102, such as a proximity sensor, a wheel rotations per minute (RPM) sensor, a LIDAR sensor, etc.

[0037] exist Figure 1 In the example illustrated in FIG, the second sensor 110 is located near the front end of the vehicle 102. The second sensor 110 is a wheel direction sensor that senses the position and / or angle of the rear wheels 112 and / or the front wheels 114. The second sensor 110 communicates with the vehicle control network 104a to provide data representing the position of the rear wheels and / or the front wheels 114. In other examples disclosed herein, the second sensor 110 can be located in and / or on any suitable portion of the vehicle (e.g., the front of the vehicle 102, the top of the vehicle 102, near the driver's side, near the passenger's side, etc.). Additionally, in other examples disclosed herein, the second sensor 110 can be any suitable sensor on the vehicle 102, such as a proximity sensor, a wheel rotations per minute (RPM) sensor, etc.

[0038] exist Figure 1 In the example illustrated in FIG, the vehicle 102 includes rear wheels 112 and front wheels 114. Figure 1 In the example disclosed herein, the vehicle 102 operates in response to the rotational direction (e.g., angle) of the front wheels 114. For example, if the user decides to turn left, the front wheels 114 are angled to the left. In the examples disclosed herein, the rear wheels 112 are located on a rear wheel axle with another corresponding rear wheel. Similarly, in the examples disclosed herein, the front wheels are located on a front wheel axle with another corresponding front wheel.

[0039] exist Figure 1In some examples disclosed herein, the device sensor interface 116 communicates with the first sensor 108 and / or the second sensor 110 to obtain data representing the speed of the vehicle 102 and the turning angle of the front wheels 114. In examples disclosed herein, the device sensor interface 116 communicates with the controller 122 to provide the obtained vehicle sensor data. In some examples disclosed herein, the device sensor interface 116 can communicate via any suitable wired and / or wireless communication method to obtain the vehicle 102 sensor data from at least the first sensor 108 and / or the second sensor 110. In some examples disclosed herein, the device sensor interface 116 can be a device sensor interface controller.

[0040] exist Figure 1 In the example illustrated in FIG, the GNSS receiver 118 is located within the vehicle control network 104a between the rear wheels 112 and the front wheels 114. In other examples (e.g., rear-steering vehicles), an alternative vehicle control network 104b may be located in front of (e.g., in front of) the front wheels 114. Figure 1 In the example of FIG, the rear wheels 112 of the vehicle 102 are on the rear wheel axles, and the front wheels 114 are on the front wheel axles. Thus, the GNSS receiver 118 is located between the rear wheels 112 (e.g., the corresponding rear wheel axles) and the front wheels 114 (e.g., the corresponding front wheel axles). In other examples (e.g., rear-steer vehicles), the GNSS receiver 118 is located in front of the front wheels 114 (e.g., in front of the front wheel axles). Figure 1 In the examples disclosed herein, the GNSS receiver 118 is a GPS receiver. In other examples disclosed herein, the GNSS receiver 118 may be any suitable geospatial positioning receiver. The GNSS receiver 118 communicates with the controller 122 to provide and / or otherwise transmit the geographic location of the vehicle 102. More specifically, the GNSS receiver 118 is configured to transmit the geographic location of the GNSS receiver 118 in the vehicle 102. In the examples disclosed herein, the GNSS receiver 118 samples the geographic location of the vehicle 102 at a threshold interval. For example, every 0.1 seconds, the GNSS receiver 118 may transmit the geographic location of the vehicle 102 to the controller 122. In the examples disclosed herein, the GNSS receiver 118 may communicate with the path acquisition interface 120 and / or the controller 122 to obtain a desired path for the vehicle 102 to travel and / or to obtain a desired sampling frequency. In some examples disclosed herein, the GNSS receiver 118 may be a GNSS receiver controller.

[0041] During acquisition mode, the GNSS receiver 118 calculates a lateral error for the vehicle 102. For example, because during acquisition mode, the vehicle 102 may or may not be at a geographic location corresponding to a desired location for a desired path, the GNSS receiver 118 may calculate the lateral error. In the examples disclosed herein, the lateral error is the shortest distance between the GNSS receiver 118 and the desired path. In another example, the lateral error may be defined as the distance perpendicular to the desired path between the desired path and the GNSS receiver 118. In other examples disclosed herein, the GNSS receiver 118 may provide the geographic location of the vehicle 102 sampled at threshold intervals to the controller 122, where the controller 122 may calculate the lateral error for the vehicle. In the examples disclosed herein, if the lateral error determined by the GNSS receiver 118 is less than a threshold distance (e.g., less than 1 meter), the vehicle control network 104a may prompt the tracking mode controller 128 to initiate tracking mode. Similarly, in examples disclosed herein, if the lateral error determined by the GNSS receiver 118 is greater than and / or equal to a threshold distance (e.g., greater than and / or equal to 1 meter), the vehicle control network 104a can prompt control of the controller 122 to begin acquisition mode.

[0042] exist Figure 1 In the example illustrated in FIG, the path acquisition interface 120 communicates with the user display 106, the GNSS receiver 118, and / or the controller 122. In the examples disclosed herein, the path acquisition interface 120 communicates with the controller 122 to provide acquired user-provided parameters that modify the movement of the vehicle 102. For example, via the user display 106, the user can provide a damping ratio, a natural frequency, and / or a desired sampling interval. In such an example, the path acquisition interface 120 communicates the provided damping ratio, natural frequency, and / or desired sampling interval to the controller 122 and / or the GNSS receiver 118. In some examples disclosed herein, the path acquisition interface 120 can be a path acquisition interface controller.

[0043] exist Figure 1In the example embodiment, the controller 122 communicates with any one of the device sensor interface 116, the GNSS receiver 118, the path acquisition interface 120, the steering control interface 124, the path interface 126, and / or the tracking mode controller 128 to calculate, display, and / or otherwise provide (e.g., project) a desired path for the vehicle 102 to travel. For example, for each desired sampling interval (e.g., the desired sampling interval set by the user via the user display 106), the controller 122 calculates the next position to which the vehicle 102 will travel. The controller 122 calculates additional position steps until the vehicle 102 has obtained the desired path. In the examples disclosed herein, the controller 122 determines the next position step (e.g., the path solution step at a future time interval) without using control parameters (e.g., without using controller gains). The controller 122 is explained in more detail below.

[0044] exist Figure 1 In the example illustrated in , the steering control interface 124 communicates with the controller 122 to obtain and / or otherwise receive an exemplary wheel angle command 123. In the examples disclosed herein, the wheel angle command 123 sent by the controller 122 is associated with the calculated position step described above. For example, after the controller 122 calculates the position step for a given sampling interval, the wheel angle command 123 is sent to the steering control interface 124. In the examples disclosed herein, the wheel angle command 123 is a numerical value (e.g., 14 degrees, negative 30 degrees, etc.) representing the angle (e.g., angle) at which the front wheels 114 turn. The steering control interface 124 communicates with the vehicle 102 to change the steering angle of the front wheels 114. In some examples disclosed herein, the steering control interface 124 can be a steering control interface controller.

[0045] exist Figure 1 In the example illustrated in FIG, path interface 126 communicates with controller 122 to obtain, receive, and / or otherwise transmit exemplary path display data 125. In the examples disclosed herein, path display data 125 represents a projected path that vehicle 102 will travel (e.g., path projection data). For each sampling interval, path interface 126 obtains and / or otherwise receives path display data 125 from controller 122. Path interface 126 communicates path display data 125 with user display 106 to display and / or transmit the projected path to the user. In some examples disclosed herein, path interface 126 may be a path interface controller.

[0046] exist Figure 1In the example illustrated in FIG, in response to GNSS receiver 118 and / or controller 122 determining that the lateral error of vehicle 102 is less than a threshold distance, tracking mode controller 128 communicates with GNSS receiver 118 and / or controller 122 to initiate tracking mode. For example, if the threshold distance is 1 meter, and if GNSS receiver 118 and / or controller 122 determines that the lateral error of vehicle 102 is 0.5 meters, GNSS receiver 118 and / or controller 122 transmits control to tracking mode controller 128 to initiate tracking mode. In other examples disclosed herein, the threshold distance may be any suitable distance (e.g., 0.1 meters, 3 meters, 1 foot, etc.).

[0047] Figure 2 is a kinematic illustration of a system 200 including an exemplary vehicle 202 and an exemplary GNSS receiver 204. Vehicle 202 is an illustrative front-steering vehicle (e.g., Figure 1 GNSS receiver 204 is shown in FIG. Figure 1 An exemplary GNSS receiver 204 of the GNSS receiver 118 is shown. Figure 2 In the example of FIG, the exemplary vehicle 202 includes an exemplary rear wheel axle 206 and an exemplary front wheel axle 208. Figure 2 In FIG, the GNSS receiver 204 is located between the exemplary rear wheel axle 206 and the exemplary front wheel axle 208. Figure 2 , vehicle 202 is in acquisition mode, and such exemplary path 210 represents a desired path to be acquired. In the examples disclosed herein, path 210 may be any path, line, outline, track, etc., that vehicle 202 (or vehicle 102) is to acquire. For example, exemplary path 210 is a computer-generated line representing a row of crops that vehicle 202 is to travel down. In other examples, path 210 represents a road and / or other pathway along which vehicle 202 is to travel.

[0048] At the start of acquisition mode, the controller (e.g. Figure 1 The controller 122) calculates the expected path solution at the future time interval. Such an expected path solution can be determined using the following equation.

[0049]

[0050] In Equation 1, the variable y represents the current measured lateral error (segment 212) obtained from the GNSS receiver 204, the variable x represents the distance variable parallel to the path 210 (eg, the path to be acquired), and the variable represents the instantaneous slope of the "desired" path of the vehicle 202 at each time interval, the variable dr represents the damping ratio, and the variable wn represents the natural frequency. Figure 1 The controller 122 solves Equation 1 for each time interval and, in doing so, utilizes time steps (e.g., dt) rather than position steps (e.g., dx). Equations 2 and 3 below represent exemplary conversions between time steps (e.g., dt) and position steps (e.g., dx).

[0051]

[0052]

[0053] For example, the instantaneous slope of the path can be defined as the instantaneous rate of change of the lateral error (e.g., the instantaneous rate of change of y). In such an example, the instantaneous rate of change of the lateral error is the derivative of the lateral error (segment 212) y with respect to time (e.g., ) divided by the instantaneous rate of change of the path along the x-axis with respect to time (e.g., the instantaneous rate of change of the variable x parallel to the path) (e.g., The instantaneous rate of change of vehicle 202 along the x-axis (e.g., the instantaneous rate of change of variable x parallel to the path) can be proportional to the path speed along the x-axis, and the instantaneous rate of change of the lateral error (e.g., the instantaneous rate of change of y) can be proportional to the path speed along the y-axis.

[0054] In equations 1 to 3, The value of affects the spacing of the calculated points along the x-axis. For example, a small Generates more path points (finer grid spacing), and larger Producing fewer points (course grid spacing). In the examples disclosed herein, Indicates the speed of the vehicle 202 .

[0055] exist Figure 2 In the controller (for example, Figure 1 The controller 122 of FIG. 1 determines the vehicle heading angle α using the exemplary path velocity vector angle φ and the exemplary heading error angle θ. The path velocity vector angle φ is determined using Equation 4 below.

[0056]

[0057] In Equation 4, the variable (dy / dt)0 represents a time interval solution of Equation 1, and the variable U represents the velocity of vehicle 202. In this example, (dy / dt)0 can be considered a starting condition derived from the solution of Equation 1. Vehicle heading angle α represents the angle between vehicle 202 and exemplary path velocity vector 214. In operation, path velocity vector 214 represents the direction and speed at which GNSS receiver 204 is traveling. Vehicle heading angle α is determined using Equation 5 below.

[0058] α=φ-θ Equation 5

[0059] In Equation 5, the variable φ is the path velocity vector angle determined using Equation 4, and the variable θ represents the heading error angle.

[0060] exist Figure 2 In the controller (for example, Figure 1 The controller 122 uses the distance (eg, X) between the rear wheel axle 206 and the GNSS receiver 204. BC ) and the vehicle heading angle α to determine an exemplary rear wheel axle turning radius (segment 216). The rear wheel axle turning radius (segment 216) is determined using Equation 6 below.

[0061]

[0062] In Equation 6, the variable R B represents the rear wheel axle turning radius (segment 216), the variable X BC represents the distance between the rear wheel axle 206 and the GNSS receiver 204 , and the variable α is the vehicle heading angle determined using Equation 5.

[0063] In addition, the controller (e.g. Figure 1 The controller 122 of the embodiment of the present invention determines an exemplary front wheel axle turning radius (segment 218) using the rear wheel axle turning radius (segment 216) and the distance between the rear wheel axle 206 and the GNSS receiver 204. The front wheel axle turning radius (segment 218) is determined using Equation 7 below.

[0064]

[0065] In Equation 7, the variable R A represents the front wheel axle turning radius (segment 218), the variable X BA represents the distance between the rear wheel axle 206 and the front wheel axle 208 (eg, the wheelbase of the vehicle 202 ), and the variable R B is the rear wheel axle turning radius determined using Equation 6 (segment 216).

[0066] exist Figure 22, vehicle 202 is turning about exemplary center point 220. Center point 220 represents the point in space where the rear wheel axle turning radius (segment 216) and the front wheel axle turning radius (segment 218) intersect. Depending on the sampling interval selected by the user, segment 212 (e.g., lateral error) is resampled and an exemplary steering angle δ is calculated until vehicle 202, and more specifically GNSS receiver 204, is on path 210. Steering angle δ is determined using Equation 8 below.

[0067]

[0068] In Equation 8, the variable X BA The variable R represents the distance between the rear wheel axle 206 and the front wheel axle 208 (eg, the wheelbase of the vehicle 202). A represents the front wheel axle turning radius (segment 218), and the variable α represents the vehicle heading angle determined using Equation 5. In the examples disclosed herein, the steering angle δ is calculated to determine the angle to steer the front wheel axle 208. Additionally, in the examples disclosed herein, the steering angle (e.g., δ) is included in the wheel angle command (e.g., Figure 1 In operation, GNSS receiver 204 rotates about center point 220 according to steering angle δ, thereby causing vehicle heading angle α to be adjusted to cause path velocity vector 214 to rotate toward path 210. Steering angle δ is recalculated, and thus, vehicle heading angle α is updated, until vehicle 202 reaches path 210 and path velocity vector 214 is aligned with path 210.

[0069] Controller (e.g. Figure 1 The controller 122) assumes that the wheels of the vehicle 202 (e.g., Figure 1 In such an example, the controller (e.g., Figure 1 The controller 122 ) calculates a steering angle (δ) to cause the path velocity vector 214 associated with the GNSS receiver 204 to point in the same direction as the steering angle δ.

[0070] Because the steering angle δ is calculated and / or determined at each time interval, the currently measured GNSS lateral error position (e.g., segment 212) is used as the "starting condition" for that time interval. In this way, any vehicle slippage is accounted for, resulting in a smooth transition to path 210. In other words, if during a time interval, vehicle 202 does not reach the desired point on path 210 due to slippage, the calculation for the next time interval is based on the actual reached position of vehicle 202, rather than the unreached path position. Thus, the path calculation is updated with a new starting position at each time interval, accounting for any vehicle slippage.

[0071] Figure 3 is a kinematic illustration of a system 300 including an exemplary vehicle 302 and an exemplary GNSS receiver 304. Vehicle 302 is an illustrative rear-steering vehicle (e.g., Figure 1 GNSS receiver 304 is shown in FIG. Figure 1 The exemplary GNSS receiver 304 of the GNSS receiver 118 is shown in FIG. Figure 3 In the example of FIG, the exemplary vehicle 302 includes an exemplary rear wheel axle 306 and an exemplary front wheel axle 308. Figure 3 In FIG, the GNSS receiver 304 is located in front of the exemplary front wheel axle 308. In addition, in Figure 3 , vehicle 302 is in acquisition mode, and as such, exemplary path 310 represents a desired path to be acquired. In the examples disclosed herein, path 310 may be any path, line, outline, track, etc., that vehicle 302 (or vehicle 102) is to acquire. For example, exemplary path 310 is a computer-generated line representing a row of crops that vehicle 302 is to travel down. In other examples, path 310 represents a road and / or other pathway along which vehicle 302 is to travel.

[0072] At the start of acquisition mode, the controller (e.g. Figure 1 The controller 122) calculates the expected path solution at the future time interval. Such an expected path solution can be determined using the following equation.

[0073]

[0074] In Equation 9, the variable y represents the current measured lateral error (segment 312) obtained from the GNSS receiver 304, the variable x represents the distance variable parallel to the path 310 (eg, the path to be acquired), and the variable represents the instantaneous slope of the "desired" path of the vehicle 302 at each time interval, the variable dr represents the damping ratio, and the variable wn represents the natural frequency. Figure 1The controller 122 solves Equation 9 for each time interval and, in doing so, utilizes time steps (e.g., dt) rather than position steps (e.g., dx). The following Equations 10 and 11 represent exemplary conversions between time steps (e.g., dt) and position steps (e.g., dx).

[0075]

[0076]

[0077] For example, the instantaneous slope of the path can be defined as the instantaneous rate of change of the lateral error (e.g., the instantaneous rate of change of y). In such an example, the instantaneous rate of change of the lateral error is the derivative of the lateral error (segment 312) y with respect to time (e.g., ) divided by the instantaneous rate of change of the path along the x-axis with respect to time (e.g., the instantaneous rate of change of the variable x parallel to the path) (e.g., The instantaneous rate of change of vehicle 302 along the x-axis (e.g., the instantaneous rate of change of variable x parallel to the path) can be proportional to the path speed along the x-axis, and the instantaneous rate of change of the lateral error (e.g., the instantaneous rate of change of y) can be proportional to the path speed along the y-axis.

[0078] In Equations 9 to 11, The value of affects the spacing of the calculated points along the x-axis. For example, a small Generates more path points (finer grid spacing), and larger Producing fewer points (process grid spacing). In the examples disclosed herein, Indicates the speed of the vehicle 302 .

[0079] exist Figure 3 In the controller (for example, Figure 1 The controller 122 of FIG. 12 determines the vehicle heading angle α using the exemplary path velocity vector angle φ and the exemplary heading error angle θ. The path velocity vector angle φ is determined using the following equation 12.

[0080]

[0081] In Equation 12, the variable (dy / dt)0 represents a time interval solution to Equation 9, and the variable U represents the velocity of vehicle 302. In one example, (dy / dt)0 can be considered an initial condition derived from the solution to Equation 9. Vehicle heading angle α represents the angle between vehicle 302 and exemplary path velocity vector 314. In operation, path velocity vector 314 represents the direction and speed at which GNSS receiver 304 is traveling. Vehicle heading angle α is determined using Equation 13 below.

[0082] α = φ - θ Equation 13

[0083] In Equation 13, the variable φ is the path velocity vector angle determined using Equation 12, and the variable θ represents the heading error angle.

[0084] exist Figure 3 In the controller (for example, Figure 1 The controller 122 of the embodiment of the present invention uses the distance between the front wheel axle 308 and the GNSS receiver 304 and the vehicle heading angle α to determine an exemplary GNSS receiver turning radius (segment 316). The GNSS receiver turning radius (segment 316) is determined using Equation 14 below.

[0085]

[0086] In Equation 14, the variable R C represents the GNSS receiver turning radius (segment 316), the variable X CA represents the distance between the front wheel axle 308 and the GNSS receiver 304 , and the variable α is the vehicle heading angle determined using Equation 13.

[0087] In addition, the controller (e.g. Figure 1 The controller 122 of the embodiment of the present invention uses the GNSS receiver turning radius (segment 316) and the distance between the front wheel axle 308 and the GNSS receiver 304 to determine an exemplary front wheel axle turning radius (segment 318). The front wheel axle turning radius (segment 318) is determined using Equation 15 below.

[0088]

[0089] In Equation 15, the variable R A represents the front wheel axle turning radius (segment 318), the variable R C is the GNSS receiver turning radius determined using Equation 14 (segment 316), and the variable X CA represents the distance between the front wheel axle 308 and the GNSS receiver 304 .

[0090] exist Figure 3 3, vehicle 302 is turning about exemplary center point 320. Center point 320 represents the point in space where the GNSS receiver turning radius (segment 316) and the front wheel axle turning radius (segment 318) intersect. Depending on the user-selected sampling interval, segment 312 (e.g., lateral error) is resampled and an exemplary steering angle δ is calculated until vehicle 302, and more specifically GNSS receiver 304, is on path 310. Steering angle δ is determined using Equation 16 below.

[0091]

[0092] In Equation 16, the variable R A represents the front wheel axle turning radius (segment 318), the variable wb represents the distance between the rear wheel axle 306 and the front wheel axle 308, and the variable α represents the vehicle heading angle determined using Equation 13. In the examples disclosed herein, a steering angle δ is calculated to determine the angle to steer the rear wheel axle 306. In the examples disclosed herein, the steering angle δ is based on at least an inverse tangent operation including the front wheel turning radius and the distance between the rear wheel axle 306 and the front wheel axle 308. In addition, the steering angle δ is offset by a constant value (e.g., π / 2) associated with half of a range associated with the steering angle. In addition, in the examples disclosed herein, the steering angle (e.g., δ) is included in the wheel angle command (e.g., Figure 1 In operation, GNSS receiver 304 rotates about center point 320 according to steering angle δ, thereby causing vehicle heading angle α to be adjusted to cause path velocity vector 314 to rotate toward path 310. Steering angle δ is recalculated, and thus, vehicle heading angle α is updated, until vehicle 302 reaches path 310 and path velocity vector 314 is aligned with path 310.

[0093] Controller (e.g. Figure 1 The controller 122) assumes that the wheels of the vehicle 302 (e.g., Figure 1 In such an example, the controller (e.g., Figure 1 The controller 122 ) calculates the steering angle (δ) to cause the path velocity vector 314 associated with the GNSS receiver 304 to point in the same direction as the steering angle θ.

[0094] Because steering angle θ is calculated and / or determined at each time interval, the currently measured GNSS lateral error position (e.g., segment 312) is used as the "starting condition" for that time interval. This way, any vehicle slippage is accounted for, resulting in a smooth transition to path 310. In other words, if vehicle 302 does not reach the desired point on path 310 during a time interval due to slippage, the calculation for the next time interval is based on the actual reached position of vehicle 302, rather than the unreached path position. Thus, the path calculation is updated with a new starting position at each time interval, accounting for any vehicle slippage.

[0095] Figure 4 is configured to generate Figure 1The wheel angle command 123 and the path display data 125 Figure 1 The following is a schematic diagram of the controller 122. Figure 1 and Figure 2 Describe the various elements, angles, and / or vectors to explain Figure 3 The controller 122 includes an example path determiner 402, an example damping ratio determiner 403, an example wheel angle determiner 404, and an example display path generator 406. In some examples disclosed herein, the controller 122 may include Figure 1 1, and / or any of the device sensor interface 116, the GNSS receiver 118, the path acquisition interface 120, the steering control interface 124, the path interface 126, and / or the tracking mode controller 128. In operation, the controller 122 calculates the wheel angle command 123 at each sampling interval (e.g., during all GNSS sampling intervals) to cause the GNSS receiver 118 to follow the projected path.

[0096] exist Figure 4 In the example shown in FIG, the path determiner 402 and Figure 1 The GNSS receiver 118 communicates with Figure 1 An exemplary lateral error y associated with the position of the vehicle 102. In the examples disclosed herein, the path determiner 402 may be a path determiner controller. Additionally, the path determiner 402 may be associated with a path determiner controller. Figure 1 4. The path determination unit 402 communicates with the path acquisition interface 120 to obtain the sampling interval, the damping ratio dr, and the natural frequency wn. In the example disclosed herein, the lateral error y is provided for each sampling interval determined by the sampling interval obtained from the path acquisition interface 120. The path determiner 402 determines the expected path solution at the future time interval.

[0097] exist Figure 4In the example illustrated in FIG, damping ratio determiner 403 determines whether the damping ratio obtained from path acquisition interface 120 is greater than, equal to, or less than a damping threshold. In the example disclosed herein, the damping threshold is 1.0. In other examples disclosed herein, the damping threshold may be any suitable threshold (e.g., 0.9, 1.1, etc.). In the example disclosed herein, path determiner 402 may utilize equations 1 through 3 and / or equations 9 through 11 set forth above to determine a desired path solution for a future time interval. If damping ratio determiner 403 determines that the damping ratio is less than the damping threshold, path determiner 402 may utilize and / or otherwise solve equations 1 through 3 and / or equations 9 through 11 using a first solution method. Alternatively, if damping ratio determiner 403 determines that the damping ratio is equal to the damping threshold, path determiner may utilize and / or otherwise solve equations 1 through 3 and / or equations 9 through 11 using a second solution method. Similarly, if the damping ratio determiner 403 determines that the damping ratio is greater than the damping threshold, the path determiner 402 can utilize and / or otherwise solve Equations 1 through 3 and / or Equations 9 through 11 using a third solution method. The determined desired path solution for the future time interval is fed back to the path determiner 402 for further calculations. In the examples disclosed herein, the path determiner 402 repeatedly solves Equations 1 through 3 and / or Equations 9 through 11 for each GNSS time interval to generate a vector of points to be sent to the wheel angle determiner 404 and / or the display path generator 406.

[0098] exist Figure 4 In the example illustrated in FIG, wheel angle determiner 404 is coupled to path determiner 402, display path generator 406, device sensor interface 116, and GNSS receiver 118. In the examples disclosed herein, wheel angle determiner 404 may be a wheel angle determiner controller. Wheel angle determiner 404 obtains a desired path solution (e.g., a solution of Equations 1 to 3 and / or 9 to 11) determined by path determiner 402. Additionally, wheel angle determiner 404 obtains an exemplary heading error (e.g., Figure 2 and / or Figure 3 In addition, the wheel angle determiner 404 obtains an exemplary velocity from the device sensor interface 116 (e.g., in combination with Figure 2 and / or Figure 3 In the examples disclosed herein, the wheel angle determiner 404 determines an exemplary steering angle δ (e.g., Figure 2 and / or Figure 3In the examples disclosed herein, the wheel angle determiner 404 determines Δt using Equations 4 to 8 and / or 12 to 16 set forth herein. Figure 1 , and the steering angle δ of the front wheels 114 (eg, Equations 4 to 8) and / or the rear wheels 112 (eg, Equations 12 to 16) of the vehicle 102.

[0099] exist Figure 4 In the example of FIG. 4 , the display path generator 406 is coupled to the path determiner 402, the wheel angle determiner 404, the GNSS receiver 118, and the path acquisition interface 120. In some examples disclosed herein, the display path generator 406 may be a display path generator controller. The display path generator 406 obtains the desired path solution for the future time interval from the path determiner 402. In addition, the display path generator 406 obtains the desired path solution for the future time interval from the GNSS receiver 118. Figure 1 An exemplary lateral error y associated with the position of the vehicle 102 is shown. In addition, the path generator 406 is shown with Figure 1 The display path generator 406 communicates with the path acquisition interface 120 to obtain the sampling interval, the damping ratio dr, and the natural frequency wn. In the example disclosed herein, the lateral error y is provided for each sampling interval determined by the sampling interval obtained from the path acquisition interface 120. The display path generator 406 communicates with the path interface 126 to provide the path display data 125. In the example disclosed herein, the display path generator 406 obtains a desired path solution for drawing the desired path on the user display 106.

[0100] Figure 5A is a diagram of exemplary code that, when executed by a processor, solves for a desired path solution when the damping ratio is less than a threshold. Figure 5A As illustrated in , the threshold is 1.0, and as such, the damping ratio is less than 1.0 (e.g., 0.9, 0.4, 0.2, etc.), and is therefore underdamped. Figure 5A In the example code line (LOC) 1 illustrates initializing the system to the current lateral error. In LOC1, the variable Yo represents the starting condition and is defined as the currently measured lateral error (LE). LOC 1 can be determined by Figure 4 The path determiner 402 is implemented. Figure 5A , exemplary code lines (LOC) 2 through 10 illustrate the instructions for executing code executed by a processor (e.g., Figure 4 The path determiner 402) utilizes the steps of determining the desired path solution. Figure 5A In the example, the variable Ydtp is the desired path solution. LOC 2 to LOC 10 can be represented by Figure 4Implementation of the path determiner 402. Alternatively, when the damping ratio is less than a threshold value (e.g., 0.9, 0.5, 0.2) and thus underdamped, LOCs 1 to 10 may be executed using any suitable processor and / or processing system and / or platform to determine the desired path solution. The steps illustrated in LOCs 1 to 10 are exemplary mathematical solutions to Equations 1 to 3 and / or 9 to 11 above. As such, any suitable solution (e.g., Euler's method, permutation, Laplace transform, etc.) to Equations 1 to 3 and / or 9 to 11 above may be utilized.

[0101] Figure 5B is a diagram of exemplary code that, when executed by a processor, solves for a desired path solution when the damping ratio is a threshold value. Figure 5B As shown in , the threshold is 1.0, and thus, the damping ratio is 1.0, and is therefore critically damped. Figure 5B In FIG. 1 , exemplary LOC 1 illustrates initializing the system to the current lateral error. In LOC 1, the variable Yo represents the starting condition and is defined as the currently measured LE. LOC 1 can be determined by Figure 4 The path determiner 402 is implemented. Figure 5B , exemplary LOC 2 to LOC 7 illustrate the Figure 4 The path determiner 402) utilizes the steps of determining the desired path solution. Figure 5B In the example, the variable Ydtp is the desired path solution. LOC 2 to LOC 7 can be represented by Figure 4 Implementation of the path determiner 402. Alternatively, when the damping ratio is equal to a threshold value (e.g., 1.0) and is therefore critically damped, LOC 1 through LOC 7 may be performed using any suitable processor and / or processing system and / or platform to determine the desired path solution. The steps illustrated in LOC 1 through LOC 7 are exemplary mathematical solutions to Equations 1 through 3 and / or Equations 9 through 11 above. As such, any suitable solution to Equations 1 through 3 and / or Equations 9 through 11 above may be utilized (e.g., Euler's method, permutation, Laplace transform, etc.).

[0102] Figure 5C is a diagram of exemplary code that, when executed by a processor, solves for a desired path solution when the damping ratio is greater than a threshold. Figure 5C As illustrated in , the threshold is 1.0, and thus, the damping ratio is greater than the threshold (e.g., 1.2, 1.4, 1.6, etc.), and is therefore over-damped. Figure 5CIn FIG. 1 , exemplary LOC 1 illustrates initializing the system to the current lateral error. In LOC 1, the variable Yo represents the initial condition and is defined as the currently measured LE. LOC 1 can be represented by Figure 4 The path determiner 402 is implemented. Figure 5C , exemplary LOC 2 to LOC 9 illustrate the processing performed by a processor (e.g., Figure 4 The path determiner 402) utilizes the steps of determining the desired path solution. Figure 5C In the example, the variable Ydtp is the desired path solution. LOC 2 to LOC 9 can be represented by Figure 4 Implementation of the path determiner 402. Alternatively, when the damping ratio is greater than a threshold value (e.g., 1.2, 1.4, 1.6, etc.) and is therefore overdamped, LOCs 1 through 9 may be performed using any suitable processor and / or processing system and / or platform to determine the desired path solution. The steps illustrated in LOCs 1 through 9 are exemplary mathematical solutions to Equations 1 through 3 and / or 9 through 11 above. As such, any suitable solution (e.g., Euler's method, permutation, Laplace transform, etc.) to Equations 1 through 3 and / or 9 through 11 above may be utilized.

[0103] Figure 6 is a graphical diagram 600 depicting lateral error versus time for varying natural frequency. Figure 6 The graphical illustration 600 includes an exemplary first simulation plot (line 602), an exemplary second simulation plot (line 604), and an exemplary third simulation plot (line 606). Figure 6 In the example of , when the user selects the positivity variables including a damping ratio of 1.0 and a natural frequency of 0.8, the first simulation plot (line 602) represents the lateral error of the front steering vehicle (eg, vehicle 102) versus time. Figure 6 In the example of , when the user selects the active variables including a damping ratio of 1.0 and a natural frequency of 1.0, the second simulation plot (line 604) represents the lateral error of the front steering vehicle (eg, vehicle 102) versus time. Figure 6 In the example of , when the user selects the aggressive variables including a damping ratio of 1.0 and a natural frequency of 1.2, the third simulation plot (line 606) represents the lateral error versus time for a front steering vehicle (eg, vehicle 102). Figure 6 , a lateral error (eg, x-axis) of 0 meters represents the desired path to be acquired.

[0104] In an exemplary first simulation plot (line 602), a front-steering vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The first simulation plot (line 602) illustrates critical damping behavior and reaches the desired path (e.g., 0 meters of lateral error) in approximately 8 seconds. In an exemplary second simulation plot (line 604), a front-steering vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The second simulation plot (line 604) illustrates critical damping behavior and is more aggressive than the first simulation plot (line 602). For example, because the natural frequency selected in the second simulation plot (line 604) is greater than the natural frequency selected in the first simulation plot (line 602), the slope of the path along which the vehicle travels to reach the desired path (e.g., 0 meters of lateral error) is steeper. Thus, in the second simulation plot (line 604), the vehicle reaches the desired path (e.g., lateral error of 0 meters) in approximately 6 seconds. In the exemplary third simulation plot (line 606), a front-steering vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The third simulation plot (line 606) illustrates critical damping properties and is more aggressive than the first simulation plot (line 602) and the second simulation plot (line 604). For example, because the natural frequency selected in the third simulation plot (line 606) is greater than the natural frequency selected in the first simulation plot (line 602) and the natural frequency selected in the second simulation plot (line 604), the slope of the path along which the vehicle travels to reach the desired path (e.g., lateral error of 0 meters) is steeper. Thus, in the third simulation plot (line 606), the vehicle reaches the desired path (e.g., lateral error of 0 meters) in approximately 4.5 seconds.

[0105] In some examples disclosed herein, any of the first simulated plot (line 602), the second simulated plot (line 604), and / or the third simulated plot (line 606) may be generated via Figure 1 Path interface 126 and / or Figure 4 The display path generator 406 is shown in Figure 1 On the user display 106. Figure 6 In the graphical illustration of , the damping ratio is 1, and therefore, the front steering vehicle (e.g., vehicle 102) reaches the desired path (e.g., lateral error of 0 meters) without overshooting the desired path (e.g., lateral error of 0 meters).

[0106] Figure 7 Is a description of Figure 6 700 is a graphical illustration of lateral error versus time for varying natural frequencies under alternative damping ratios. Figure 7The graphical illustration 700 includes an exemplary first simulation plot (line 702), an exemplary second simulation plot (line 704), and an exemplary third simulation plot (line 706). Figure 7 In the example of , when the user selects the active variables including the damping ratio of 0.8 and the natural frequency of 0.8, the first simulation plot (line 702) represents the lateral error of the front steering vehicle (eg, vehicle 102) versus time. Figure 7 In the example of , when the user selects the aggressive variables including a damping ratio of 0.8 and a natural frequency of 1.0, the second simulation plot (line 704) represents the lateral error versus time of the front steering vehicle (eg, vehicle 102). Figure 7 In the example of , when the user selects aggressive variables including a damping ratio of 0.8 and a natural frequency of 1.2, the third simulation plot (line 706) represents the lateral error versus time for a front steering vehicle (eg, vehicle 102). Figure 7 A lateral error of 0 meters indicates the desired path to be obtained.

[0107] In an exemplary first simulation plot (line 702), a front-steered vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The first simulation plot (line 702) illustrates an underdamped behavior and reaches the desired path (e.g., lateral error of 0 meters) around 9 seconds. As illustrated in the first simulation plot (line 702), the front-steered vehicle (e.g., vehicle 102) overshoots the desired path (e.g., lateral error of 0 meters). In such an example, overshooting may be desirable to position the tractor on the desired path (e.g., to position the drawbar or implement on the desired path). In an exemplary second simulation plot (line 704), a front-steered vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The second simulation plot (line 704) illustrates an underdamped behavior and is more aggressive than the first simulation plot (line 702). For example, because the natural frequency selected in the second simulation plot (line 704) is greater than the natural frequency selected in the first simulation plot (line 702), the slope of the path along which the vehicle travels to reach the desired path (e.g., 0 meters of lateral error) is steeper. Thus, in the second simulation plot (line 704), the vehicle reaches the desired path (e.g., 0 meters of lateral error) in approximately 8.5 seconds. As illustrated in the second simulation plot (line 704), the front-steered vehicle (e.g., vehicle 102) overshoots the desired path (e.g., 0 meters of lateral error). In such an example, the overshoot may be desirable to position the tractor on the desired path (e.g., to position the drawbar or implement on the desired path). In the exemplary third simulation plot (line 706), the front-steered vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The third simulation plot (line 706) illustrates an underdamped behavior and is more aggressive than the first simulation plot (line 702) and the second simulation plot (line 704). For example, because the natural frequency selected in the third simulation plot (line 706) is greater than the natural frequency selected in the first simulation plot (line 702) and the natural frequency selected in the second simulation plot (line 704), the slope of the path along which the vehicle travels to reach the desired path (e.g., 0 meters of lateral error) is steeper. Thus, in the third simulation plot (line 706), the vehicle reaches the desired path (e.g., 0 meters of lateral error) in approximately 8 seconds. As illustrated in the third simulation plot (line 706), the front-steering vehicle (e.g., vehicle 102) overshoots the desired path (e.g., 0 meters of lateral error). In such an example, overshoot may be desirable to position the tractor on the desired path (e.g., to position the drawbar or implement on the desired path).

[0108] In some examples disclosed herein, any of the first simulated plot (line 702), the second simulated plot (line 704), and / or the third simulated plot (line 706) may be generated via Figure 1 Path interface 126 and / or Figure 4 The display path generator 406 is shown in Figure 1 On the user display 106. Figure 7 In the graphical illustration of , the damping ratio is 0.8, and therefore, the front-steering vehicle (eg, vehicle 102) arrives at the desired path (eg, lateral error of 0 meters) by overshooting the desired path (eg, lateral error of 0 meters).

[0109] Figure 8 Is a description of Figure 6 and Figure 7 A graphical illustration of lateral error versus time for different natural frequencies at alternative damping ratios in 800 . Figure 8 The graphical illustration 800 includes an exemplary first simulation plot (line 802), an exemplary second simulation plot (line 804), and an exemplary third simulation plot (line 806). Figure 8 In the example of , when the user selects the aggressive variables including a damping ratio of 1.2 and a natural frequency of 0.8, the first simulated plot (line 802) represents the lateral error versus time of a front steering vehicle (eg, vehicle 102). Figure 8 In the example of , when the user selects the aggressive variables including a damping ratio of 1.2 and a natural frequency of 1.0, the second simulation plot (line 804) represents the lateral error versus time for a front steering vehicle (eg, vehicle 102). Figure 8 In the example of , when the user selects the aggressive variables including a damping ratio of 1.2 and a natural frequency of 1.2, the third simulated plot (line 806) represents the lateral error versus time for a front steering vehicle (eg, vehicle 102). Figure 8 A lateral error of 0 meters indicates the desired path to be obtained.

[0110] In an exemplary first simulation plot (line 802), a front-steering vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The first simulation plot (line 802) illustrates an overdamped nature and reaches the desired path (e.g., 0 meters of lateral error) in approximately 10 seconds. In an exemplary second simulation plot (line 804), a front-steering vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The second simulation plot (line 804) illustrates an overdamped nature and is more aggressive than the first simulation plot (line 802). For example, because the natural frequency selected in the second simulation plot (line 804) is greater than the natural frequency selected in the first simulation plot (line 802), the slope of the path along which the vehicle travels to reach the desired path (e.g., 0 meters of lateral error) is steeper. Thus, in the second simulation plot (line 804), the vehicle reaches the desired path (e.g., lateral error of 0 meters) in approximately 9 seconds. In the exemplary third simulation plot (line 806), a front-steering vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The third simulation plot (line 806) illustrates overdamped behavior and is more aggressive than the first simulation plot (line 802) and the second simulation plot (line 804). For example, because the natural frequency selected in the third simulation plot (line 806) is greater than the natural frequency selected in the first simulation plot (line 802) and the natural frequency selected in the second simulation plot (line 804), the slope of the path along which the vehicle travels to reach the desired path (e.g., lateral error of 0 meters) is steeper. Thus, in the third simulation plot (line 806), the vehicle reaches the desired path (e.g., lateral error of 0 meters) in approximately 8 seconds.

[0111] In some examples disclosed herein, any of the first simulated plot (line 802), the second simulated plot (line 804), and / or the third simulated plot (line 806) may be generated via Figure 1 Path interface 126 and / or Figure 4 The display path generator 406 is shown in Figure 1 On the user display 106. Figure 8 In the graphical illustration of , the damping ratio is 1.2, and therefore, the front steering vehicle (eg, vehicle 102) reaches the desired path (eg, lateral error of 0 meters) without overshooting the desired path (eg, lateral error of 0 meters).

[0112] Figure 9 is a graphical diagram 900 depicting lateral error versus time for varying natural frequency. Figure 9The graphical illustration 900 includes an exemplary first simulation plot (line 902), an exemplary second simulation plot (line 904), and an exemplary third simulation plot (line 906). Figure 9 In the example of FIG, when the user selects the aggressive variables including a damping ratio of 2.0 and a natural frequency of 1.6, the first simulation plot (line 902) represents the lateral error versus time of a rear-steering vehicle (eg, vehicle 102). Figure 9 In the example of FIG, when the user selects the aggressive variables including a damping ratio of 2.0 and a natural frequency of 1.8, the second simulation plot (line 904) represents the lateral error versus time for a rear-steering vehicle (eg, vehicle 102). Figure 9 In the example of , when the user selects aggressive variables including a damping ratio of 2.0 and a natural frequency of 1.9, the third simulated plot (line 906) represents lateral error versus time for a rear-steering vehicle (eg, vehicle 102). Figure 9 In , a lateral error (e.g., x-axis) of 0 meters represents the desired path to be acquired. Figure 9 In the example of FIG. 9 , a first simulated plot (line 902 ), a second simulated plot (line 904 ), and a third simulated plot (line 906 ) represent simulations of a cotton picking vehicle (eg, vehicle 102 ) as it acquires a desired path.

[0113] In an exemplary first simulation plot (line 902), a rear-steering vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The first simulation plot (line 902) illustrates overdamped operation and reaches the desired path (e.g., 0 meters of lateral error) in approximately 10 seconds. In an exemplary second simulation plot (line 904), vehicle 102 begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The second simulation plot (line 904) illustrates overdamped operation and is more aggressive than the first simulation plot (line 902). For example, because the natural frequency selected in the second simulation plot (line 904) is greater than the natural frequency selected in the first simulation plot (line 902), the slope of the path the vehicle travels to reach the desired path (e.g., 0 meters of lateral error) is steeper than the slope of the first simulation plot (line 902). Thus, in the second simulation plot (line 904), the vehicle reaches the desired path (e.g., lateral error of 0 meters) at approximately 9.5 seconds. In the exemplary third simulation plot (line 906), the rear-steering vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The third simulation plot (line 906) illustrates overdamped operation and is more aggressive than the first simulation plot (line 902) and the second simulation plot (line 904). For example, because the natural frequency selected in the third simulation plot (line 906) is greater than the natural frequency selected in the first simulation plot (line 902) and the natural frequency selected in the second simulation plot (line 904), the slope of the path along which the vehicle travels to reach the desired path (e.g., lateral error of 0 meters) is steeper than the slopes of the first simulation plot (line 902) and the second simulation plot (line 904). Thus, in the third simulation plot (line 906 ), the vehicle reaches the desired path (eg, 0 meters of lateral error) in approximately 9 seconds.

[0114] In some examples disclosed herein, any of the first simulated plot (line 902), the second simulated plot (line 904), and / or the third simulated plot (line 906) may be generated via Figure 1 Path interface 126 and / or Figure 4 The display path generator 406 is shown in Figure 1 On the user display 106. Figure 9 In the graphical illustration of , the damping ratio is 2, and therefore, the rear-steering vehicle (e.g., vehicle 102) reaches the desired path (e.g., lateral error of 0 meters) without overshooting the desired path (e.g., lateral error of 0 meters).

[0115] Figure 10 Is a description of Figure 9A graphical illustration of lateral error versus time for varying natural frequencies for alternative damping ratios is shown in FIG1000. Figure 10 The graphical illustration 1000 includes an exemplary first simulation plot (line 1002), an exemplary second simulation plot (line 1004), and an exemplary third simulation plot (line 1006). Figure 10 In the example of FIG, when the user selects the active variables including the damping ratio of 1.0 and the natural frequency of 1.6, the third simulation plot (line 1002) represents the lateral error of the rear-steering vehicle (e.g., vehicle 102) versus time. Figure 10 In the example of , when the user selects the aggressive variables including a damping ratio of 1.0 and a natural frequency of 1.8, the second simulation plot (line 1004) represents the lateral error versus time for a rear-steering vehicle (eg, vehicle 102). Figure 10 In the example of , when the user selects aggressive variables including a damping ratio of 1.0 and a natural frequency of 1.9, the third simulated plot (line 1006) represents lateral error versus time for a rear-steering vehicle (eg, vehicle 102). Figure 10 In , a lateral error of 0 meters indicates the desired path to be obtained. Figure 10 In the example of FIG. 1 , a first simulated plot (line 1002 ), a second simulated plot (line 1004 ), and a third simulated plot (line 1006 ) represent simulations of a cotton picking vehicle (e.g., vehicle 102 ) as it acquires a desired path.

[0116] In an exemplary first simulation plot (line 1002), a rear-steered vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The first simulation plot (line 1002) illustrates critically damped operation and reaches the desired path (e.g., 0 meters of lateral error) in approximately 5 seconds. As illustrated in the first simulation plot (line 1002), the rear-steered vehicle (e.g., vehicle 102) overshoots the desired path (e.g., 0 meters of lateral error). In such an example, overshooting may be desirable to position the rear-steered vehicle (e.g., vehicle 102) on the desired path (e.g., to position a tow bar or implement on the desired path). In an exemplary second simulation plot (line 1004), the rear-steered vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The second simulation plot (line 1004) illustrates critically damped operation and is more aggressive than the first simulation plot (line 1002). For example, because the natural frequency selected in the second simulation plot (line 1004) is greater than the natural frequency selected in the first simulation plot (line 1002), the slope of the path that the rear-steered vehicle (e.g., vehicle 102) travels to reach the desired path (e.g., lateral error of 0 meters) is steeper than the slope of the first simulation plot (line 1002). Thus, in the second simulation plot (line 1004), the vehicle reaches the desired path (e.g., lateral error of 0 meters) in approximately 4.5 seconds. As illustrated in the second simulation plot (line 1004), the rear-steered vehicle (e.g., vehicle 102) overshoots the desired path (e.g., lateral error of 0 meters). In such an example, overshooting may be desirable to position the rear-steered vehicle (e.g., vehicle 102) on the desired path (e.g., to position a tow bar or implement on the desired path). In the exemplary third simulation plot (line 1006), a rear-steer vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The third simulation plot (line 1006) illustrates critically damped operation and is more aggressive than the first simulation plot (line 1002) and the second simulation plot (line 1004). For example, because the natural frequency selected in the third simulation plot (line 1006) is greater than the natural frequency selected in the first simulation plot (line 1002) and the natural frequency selected in the second simulation plot (line 1004), the slope of the path that the rear-steer vehicle (e.g., vehicle 102) travels to reach the desired path (e.g., lateral error of 0 meters) is steeper than the slopes of the first simulation plot (line 1002) and the second simulation plot (line 1004). Thus, in the third simulation plot (line 1006), the vehicle reaches the desired path (e.g., lateral error of 0 meters) in approximately 4 seconds.As illustrated in the third simulation plot (line 1006), the rear-steer vehicle (e.g., vehicle 102) overshoots the desired path (e.g., a lateral error of 0 meters). In such an example, the overshoot may be desirable to position the rear-steer vehicle (e.g., vehicle 102) on the desired path (e.g., to position the tow bar or implement on the desired path).

[0117] In some examples disclosed herein, any of the first simulated plot (line 1002), the second simulated plot (line 1004), and / or the third simulated plot (line 1006) may be generated via Figure 1 Path interface 126 and / or Figure 4 The display path generator 406 is shown in Figure 1 On the user display 106. Figure 10 In the graphical illustration of , the damping ratio is 1.0, and therefore, a rear-steer vehicle (eg, vehicle 102 ) arrives at the desired path (eg, lateral error of 0 meters) by overshooting the desired path (eg, lateral error of 0 meters).

[0118] Figure 11 Is a description of Figure 9 and Figure 10 A graphical illustration of lateral error versus time for different natural frequencies at alternative damping ratios is shown in FIG1100. Figure 11 The graphical illustration 1100 includes an exemplary first simulation plot (line 1102), an exemplary second simulation plot (line 1104), and an exemplary third simulation plot (line 1106). Figure 11 In the example of FIG, when the user selects the aggressive variables including the damping ratio of 0.7 and the natural frequency of 1.6, the third simulation plot (line 1102) represents the lateral error of the rear-steering vehicle (eg, vehicle 102) versus time. Figure 11 In the example of FIG, when the user selects the aggressive variables including a damping ratio of 0.7 and a natural frequency of 1.8, the second simulation plot (line 1104) represents the lateral error versus time for a rear-steering vehicle (eg, vehicle 102). Figure 11 In the example of , when the user selects aggressive variables including a damping ratio of 0.7 and a natural frequency of 1.9, the third simulated plot (line 1106) represents lateral error versus time for a rear-steering vehicle (e.g., vehicle 102). Figure 11 In , a lateral error of 0 meters indicates the desired path to be obtained. Figure 11 In the example of FIG. 1 , a first simulated plot (line 1102 ), a second simulated plot (line 1104 ), and a third simulated plot (line 1106 ) represent simulations of a cotton picking vehicle (eg, vehicle 102 ) as it acquires a desired path.

[0119] In an exemplary first simulation plot (line 1102), a rear-steered vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The first simulation plot (line 1102) illustrates underdamped operation and reaches the desired path (e.g., 0 meters of lateral error) around 4.5 seconds. As illustrated in the first simulation plot (line 1102), the rear-steered vehicle (e.g., vehicle 102) overshoots the desired path (e.g., 0 meters of lateral error). In such an example, overshooting may be desirable to position the rear-steered vehicle (e.g., vehicle 102) on the desired path (e.g., to position a tow bar or implement on the desired path). In an exemplary second simulation plot (line 1104), the rear-steered vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The second simulation plot (line 1104) illustrates underdamped operation and is more aggressive than the first simulation plot (line 1102). For example, because the natural frequency selected in the second simulation plot (line 1104) is greater than the natural frequency selected in the first simulation plot (line 1102), the slope of the path that the rear-steer vehicle (e.g., vehicle 102) travels to reach the desired path (e.g., lateral error of 0 meters) is steeper than the slope of the first simulation plot (line 1102). Thus, in the second simulation plot (line 1104), the vehicle reaches the desired path (e.g., lateral error of 0 meters) in approximately 4 seconds. As illustrated in the second simulation plot (line 1104), the rear-steer vehicle (e.g., vehicle 102) overshoots the desired path (e.g., lateral error of 0 meters). In such an example, overshoot may be desirable to position the rear-steer vehicle (e.g., vehicle 102) on the desired path (e.g., to position the tow bar or implement on the desired path). In the exemplary third simulation plot (line 1106), a rear-steer vehicle (e.g., vehicle 102) begins at time zero with a lateral error of 3.048 meters (e.g., 10 feet). The third simulation plot (line 1106) illustrates underdamped operation and is more aggressive than the first simulation plot (line 1102) and the second simulation plot (line 1104). For example, because the natural frequency selected in the third simulation plot (line 1106) is greater than the natural frequency selected in the first simulation plot (line 1102) and the natural frequency selected in the second simulation plot (line 1104), the slope of the path that the rear-steer vehicle (e.g., vehicle 102) travels to reach the desired path (e.g., 0 meters of lateral error) is steeper than the slopes of the first simulation plot (line 1102) and the second simulation plot (line 1104). Thus, in the third simulation plot (line 1106 ), the rear-steer vehicle (eg, vehicle 102 ) reaches the desired path (eg, 0 meters of lateral error) in approximately 3.5 seconds.As illustrated in the third simulation plot (line 1106), the rear-steer vehicle (e.g., vehicle 102) overshoots the desired path (e.g., a lateral error of 0 meters). In such an example, overshoot may be desirable to position the rear-steer vehicle (e.g., vehicle 102) on the desired path (e.g., to position the tow bar or implement on the desired path). As with

[0014] Figure 11 The overshoot described is as follows Figure 10 For example, because Figure 11 The damping ratio in the example is smaller than that in Figure 10 The damping ratio in the example of Figure 11 The exemplary overshoot described is greater than that described with respect to Figure 10 Describes the overshoot.

[0120] In some examples disclosed herein, any of the first simulated plot (line 1102), the second simulated plot (line 1104), and / or the third simulated plot (line 1106) may be generated via Figure 1 Path interface 126 and / or Figure 4 The display path generator 406 is shown in Figure 1 On the user display 106. Figure 11 In the graphical illustration of , the damping ratio is 0.7, and therefore, the rear-steer vehicle (eg, vehicle 102 ) arrives at the desired path (eg, lateral error of 0 meters) by overshooting the desired path (eg, lateral error of 0 meters).

[0121] Although Figure 4 The diagram shows the implementation Figure 1 104a and / or vehicle control network 104b, but in an exemplary manner Figure 4 One or more of the elements, processes, and / or devices illustrated in the drawings may be combined, divided, rearranged, omitted, eliminated, and / or implemented in any other manner. In addition, the exemplary device sensor interface 116, the exemplary GNSS receiver 118, the exemplary path acquisition interface 120, the exemplary controller 122, the exemplary steering control interface 124, the exemplary path interface 126, the tracking mode controller 128, the exemplary path determiner 402, the exemplary wheel angle determiner 404, the exemplary display path generator 406, and / or more generally Figure 1The example vehicle control network 104a and / or the vehicle control network 104b may be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Thus, for example, the example device sensor interface 116, the example GNSS receiver 118, the example path acquisition interface 120, the example controller 122, the example steering control interface 124, the example path interface 126, the tracking mode controller 128, the example path determiner 402, the example wheel angle determiner 404, the example display path generator 406, and / or more generally Figure 1 Any of the exemplary vehicle control networks 104a and / or 104b may be implemented by one or more analog or digital circuits, logic circuits, programmable processor(s), programmable controller(s), graphics processing unit(s) (GPUs), digital signal processor(s) (DSPs), application specific integrated circuit(s) (ASICs), programmable logic device(s) (PLDs), and / or field programmable logic device(s) (FPLDs). When any of the apparatus or system claims of this patent are read to cover pure software and / or firmware implementations, the exemplary vehicle control networks 104a and / or 104b may be implemented by one or more analog or digital circuits, logic circuits, programmable processor(s), programmable controller(s), graphics processing unit(s) (GPUs), digital signal processor(s) (DSPs), application specific integrated circuit(s) (ASICs), programmable logic device(s) (PLDs), and / or field programmable logic device(s) (FPLDs). At least one of the example device sensor interface 116, the example GNSS receiver 118, the example path acquisition interface 120, the example controller 122, the front steering control interface 124, the example path interface 126, the tracking mode controller 128, the example path determiner 402, the example wheel angle determiner 404, and / or the example displayed path generator 406 is hereby expressly defined as comprising a non-transitory computer-readable storage device or storage disc, such as a memory, a digital versatile disc (DVD), a compact disc (CD), a Blu-ray disc, etc., including software and / or firmware. Further, Figure 1 An exemplary vehicle control network 104a and / or vehicle control network 104b may include, in addition to Figure 4 In addition to or in place of the components, processes and / or devices shown in Figure 4 The present invention relates to a method for communicating with a user, such as a computer, computer, or other computer program product, and / or a computer program product that is operable to communicate ...

[0122] exist Figures 12 to 15 The diagram shows a method for implementing Figure 1Flowcharts of exemplary hardware logic, machine-readable instructions, hardware-implemented state machines, and / or any combination thereof for the vehicle control network 104a and / or vehicle control network 104b. The machine-readable instructions may be one or more executable programs or portions of an executable program for execution by a computer processor (e.g., as described below in conjunction with Figure 16 The program may be implemented in software stored on a non-transitory computer-readable storage medium (e.g., a CD-ROM, floppy disk, hard drive, DVD, Blu-ray disk, or memory associated with the processor 1612), but the entire program and / or portions thereof may alternatively be executed by a device other than the processor 1612 and / or implemented in firmware or dedicated hardware. In addition, although reference is made to Figures 12 to 15 The illustrated flowchart describes an exemplary procedure, but alternatively, an implementation may be used. Figure 1 Many other methods of the exemplary vehicle control network 104a and / or vehicle control network 104b are described. For example, the order of execution of the blocks may be changed, and / or some of the described blocks may be changed, eliminated, or combined. Additionally or alternatively, any or all of the blocks may be implemented by one or more hardware circuits (e.g., discrete and / or integrated analog and / or digital circuits, FPGAs, ASICs, comparators, operational amplifiers (op-amps), logic circuits, etc.) configured to perform the corresponding operations without executing software or firmware.

[0123] The machine-readable instructions described herein may be stored in one or more of a compressed format, an encrypted format, a segmented format, a packaged format, and the like. Machine-readable instructions as described herein may be stored as data (e.g., instruction portions, code, code representations, and the like) that can be used to create, manufacture, and / or generate machine-executable instructions. For example, the machine-readable instructions may be segmented and stored on one or more storage devices and / or computing devices (e.g., servers). The machine-readable instructions may need to be installed, modified, adapted, updated, combined, supplemented, configured, decrypted, decompressed, unpacked, distributed, redistributed, and the like so that they can be directly read and / or executed by a computing device and / or other machine. For example, the machine-readable instructions may be stored in multiple parts that are separately compressed, encrypted, and stored on separate computing devices, wherein the parts, when decrypted, decompressed, and combined, form a set of executable instructions that implement a program, such as the program described herein. In another example, the machine-readable instructions may be stored in a state in which they can be read by a computer, but require the addition of a library (e.g., a dynamic link library (DLL), a software development kit (SDK), an application programming interface (API), etc.) in order to execute the instructions on a particular computing device or other device. In another example, the machine-readable instructions and / or corresponding program(s) may need to be configured (e.g., stored settings, data inputs, recorded network addresses, etc.) before the machine-readable instructions and / or corresponding program(s) can be executed in whole or in part. Thus, the disclosed machine-readable instructions and / or corresponding program(s) are intended to encompass such machine-readable instructions and / or program(s) regardless of the particular format or state of the machine-readable instructions and / or program(s) when stored or otherwise at rest or in transmission.

[0124] As mentioned above, Figures 12 to 15 The exemplary processes of can be implemented using executable instructions (e.g., computer and / or machine readable instructions) stored on a non-transitory computer and / or machine readable medium, such as a hard drive, flash memory, read-only memory, compact disc, digital versatile disc, cache, random access memory, and / or any other storage device or storage disc in which information is stored for any duration (e.g., for an extended period of time, permanently, temporarily, temporarily buffered, and / or cached information). As used herein, the term non-transitory computer readable medium is expressly defined to include any type of computer readable storage device and / or storage disc and to exclude propagating signals and to exclude transmission media.

[0125] "Include" and "comprising" (and all forms and tenses thereof) are used herein as open-ended terms. Thus, whenever a claim employs any form of "include" or "comprising" as a preamble or within any kind of claim recitation (e.g., comprises, includes, comprising, including, having, etc.), it is understood that additional elements, terms, etc. may be present without falling outside the scope of the corresponding claim or recitation. As used herein, when the phrase "at least" is used as a transitional term, for example, in the preamble of a claim, it is open-ended in the same manner that the terms "include" and "comprising" are open-ended. The term "and / or" when used, for example, in the form of, for example, A, B, and / or C, refers to any combination or subset of A, B, C, such as (1) A alone, (2) B alone, (3) C alone, (4) A and B, (5) A and C, (6) B and C, and (7) A and B and C. As used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A and B" is intended to refer to embodiments that include any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A or B" is intended to refer to embodiments that include any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. As used herein in the context of describing the performance or execution of processes, instructions, acts, activities, and / or steps, the phrase "at least one of A and B" is intended to refer to embodiments that include any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing the performance or execution of processes, instructions, actions, activities and / or steps, the phrase "at least one of A or B" is intended to refer to embodiments that include any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0126] Figure 12 is a flow chart representing machine readable instructions 1200 that may be executed to implement Figure 1 The exemplary vehicle control network 104a and / or the exemplary vehicle control network 104b to control the front steering vehicle (e.g., Figure 1 The vehicle 102) is turned. Figure 12 In the exemplary instructions 1200 illustrated in FIG. 1 , the GNSS receiver 118 monitors the front steering vehicle (e.g., Figure 1GNSS signals of the vehicle 102 (of the vehicle 102) are monitored (block 1202). For example, the GNSS receiver 118 monitors the GNSS signals for a location representative of the GNSS receiver 118. Additionally, the path determiner 402 determines whether the vehicle has deviated from the desired path by greater than (e.g., more than) a desired threshold distance (block 1204). In response to control returning no in block 1204, control proceeds to block 1220 to enter tracking mode. Alternatively, in response to control returning yes in block 1204, the example path determiner 402 of the controller 122 obtains and / or otherwise receives GNSS signals from the GNSS receiver 118 (block 1206). In the examples disclosed herein, the GNSS signals include a lateral error indication representing the distance between the GNSS receiver 118 and the desired path.

[0127] The path acquisition interface 120 then obtains a damping ratio (block 1208). For example, the path acquisition interface 120 communicates with the user display 106 to determine the damping ratio provided by the user and / or otherwise set. Additionally, the path acquisition interface 120 obtains a natural frequency (block 1210). For example, the path acquisition interface 120 communicates with the user display 106 to determine the natural frequency provided by the user and / or otherwise set.

[0128] In response, the device sensor interface 116 obtains vehicle sensor data (block 1212). For example, the device sensor interface 116 may obtain data indicating vehicle speed and / or any suitable vehicle 102 sensor data. In response to control at block 1212, the controller 122 determines the wheel angle command 123 (block 1214). Figure 13 The control performed by the controller 122 to determine the wheel angle command 123 is explained in more detail.

[0129] Controller 122 communicates wheel angle commands 123 to steering control interface 124 to operate front wheels 114 (block 1216). For example, steering control interface 124 is operable to utilize wheel angle commands 123 to turn front wheels 114 by a determined angle. Additionally, controller 122 communicates with path interface 126 to operate user display 106 to transmit and display the projected path (block 1218). For example, controller 122 transmits path display data 125 (e.g., transmitted path projection data, transmitting path projection data, etc.) to user display 106. In the examples disclosed herein, such path display data 125 includes the determined steering angle for displaying the projected path of vehicle 102 on user display 106. In response, control returns to block 1202 to monitor GNSS signals and, accordingly, returns to block 1204 to determine whether vehicle 102 has deviated from the desired path by more than a threshold distance.

[0130] As mentioned above, if control at block 1204 returns no, control proceeds to block 1220, where controller 122 generates a signal to enter tracking mode (block 1220). For example, controller 122 generates a signal for tracking mode controller 128 to enter tracking mode. In response, vehicle control network 104a and / or vehicle control network 104b determines whether to continue operation (block 1222). If control performed at block 1222 returns yes (e.g., vehicle control network 104a and / or vehicle control network 104b determines to continue operation), control proceeds to block 1202. Alternatively, if control performed at block 1222 returns no (e.g., vehicle control network 104a and / or vehicle control network 104b determines not to continue operation), control stops. In examples disclosed herein, during a power outage event, a shutoff signal, etc., control executed in block 1222 may return no (eg, the vehicle control network 104a and / or the vehicle control network 104b determines not to continue operating).

[0131] Figure 13 It means that it can be executed to implement Figure 1 Flowchart of machine readable instructions for an exemplary controller 122 to determine wheel angle commands 123 for the front wheels 114. Figure 13 In block 1302, the damping ratio determiner 403 determines whether the damping ratio is less than a damping threshold value. For example, if the damping threshold value is 1.0, then control executed in block 1302 will return yes if the damping ratio is 0.9, 0.8, 0.3, etc. If control executed in block 1302 returns yes, the path determiner 402 determines a desired path solution for a future time interval using a first solution method (block 1304). In the examples disclosed herein, the first solution method may be Figure 5A If control executed in block 1302 returns no, the damping ratio determiner 403 determines whether the damping ratio is greater than the damping threshold (block 1306). For example, if the damping threshold is 1.0, then control executed in block 1306 will return yes if the damping ratio is 1.1, 1.5, 1.6, etc. If control executed in block 1306 returns yes, the path determiner 402 determines the desired path solution for the future time interval using a second solution method (block 1308). In the examples disclosed herein, the second solution method may be Figure 5C The solution method shown in the figure.

[0132] Alternatively, if control executed in block 1306 returns no, the path determiner 402 determines the desired path solution for the future time interval using a third solution method (block 1310). In the examples disclosed herein, the third solution method may be Figure 5B The control performed in block 1304, block 1308, or block 1310 illustrates that the path determiner 402 executes Equations 1 to 3 and / or Equations 9 to 11.

[0133] In response, the wheel angle determiner 404 determines the path velocity vector angle (block 1312). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 4 to determine the path velocity vector angle. The wheel angle determiner 404 then determines the angle between the front steering vehicle (e.g., vehicle 102) and the path velocity vector angle (block 1314). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 5 to determine the angle between the front steering vehicle (e.g., vehicle 102) and the path velocity vector angle. Additionally, the wheel angle determiner 404 determines the rear axle turning radius (block 1316). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 6 to determine the rear axle turning radius. Additionally, the wheel angle determiner 404 determines the front axle turning radius (block 1318). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 7 to determine the front axle turning radius.

[0134] Having executed control from blocks 1312 to 1318, the wheel angle determiner 404 determines the steering angle (block 1320). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 8 to determine the steering angle. In response, the path determiner 402 sets the current lateral error equal to the lateral error determined for the time interval (block 1322). After executing control from block 1322, the process returns to Figure 12 Box 1216.

[0135] Figure 14 is a flow chart representing machine readable instructions 1400 that may be executed to implement Figure 1 The exemplary vehicle control network 104a and / or the exemplary vehicle control network 104b can be used to control a rear-steering vehicle (e.g., Figure 1 The vehicle 102) is turned. Figure 14In the example instructions 1400 illustrated in FIG. 1 , the GNSS receiver 118 monitors a GNSS signal of a rearward-steering vehicle (e.g., vehicle 102) (block 1402). For example, the GNSS receiver 118 monitors the GNSS signal for a position of the GNSS receiver 118. Additionally, the path determiner 402 determines whether the vehicle has deviated from a desired path by greater than (e.g., more than) a desired threshold distance (block 1404). In response to control returning no in block 1404, control then proceeds to block 1420 to enter tracking mode. Alternatively, in response to control returning yes in block 1404, the example path determiner 402 of the controller 122 obtains and / or otherwise receives a GNSS signal from the GNSS receiver 118 (block 1406). In the examples disclosed herein, the GNSS signal includes a lateral error indication indicating the distance between the GNSS receiver 118 and the desired path.

[0136] The path acquisition interface 120 then obtains a damping ratio (block 1408). For example, the path acquisition interface 120 communicates with the user display 106 to determine the damping ratio provided by the user and / or otherwise set. Additionally, the path acquisition interface 120 obtains a natural frequency (block 1410). For example, the path acquisition interface 120 communicates with the user display 106 to determine the natural frequency provided by the user and / or otherwise set.

[0137] exist Figure 14 In response, the device sensor interface 116 obtains vehicle sensor data (block 1412). For example, the device sensor interface 116 may obtain data indicating vehicle speed and / or any suitable sensor data associated with a rear-steering vehicle (e.g., vehicle 102). In response to control at block 1412, the controller 122 determines the wheel angle command 123 (block 1414). Figure 15 The control performed by the controller 122 to determine the wheel angle command 123 is explained in more detail.

[0138] exist Figure 14In the example disclosed herein, the controller 122 communicates the wheel angle command 123 with the steering control interface 124 to operate the rear wheels 112 (block 1416). For example, the steering control interface 124 is operable to utilize the wheel angle command 123 to turn (e.g., angle) the rear wheels 112 by a determined angle. Additionally, the controller 122 communicates with the path interface 126 to operate the user display 106 to display the projected path (block 1418). For example, the controller 122 transmits path display data 125 (e.g., transmitted path projection data, transmitting path projection data, etc.) to the user display 106. In the example disclosed herein, such path display data 125 includes the determined steering angle for displaying the projected path of the rear-steering vehicle (e.g., vehicle 102) on the user display 106. In response, control returns to block 1402 to monitor GNSS signals and, accordingly, returns to block 1404 to determine whether the rear-steering vehicle (e.g., vehicle 102) has deviated from the desired path by more than a threshold distance.

[0139] As mentioned above, if control at block 1404 returns no, control proceeds to block 1420, where controller 122 generates a signal to enter tracking mode (block 1420). For example, controller 122 generates a signal to tracking mode controller 128 indicating entry into tracking mode. In response, vehicle control network 104a and / or vehicle control network 104b determines whether to continue operation (block 1422). If control performed at block 1422 returns yes (e.g., vehicle control network 104a and / or vehicle control network 104b determines to continue operation), control proceeds to block 1402. Alternatively, if control performed at block 1422 returns no (e.g., vehicle control network 104a and / or vehicle control network 104b determines not to continue operation), control stops. In examples disclosed herein, during a power outage event, a shutoff signal, etc., control performed in block 1422 may return no (eg, the vehicle control network 104a and / or the vehicle control network 104b determines not to continue operating).

[0140] Figure 15 It means that it can be executed to implement Figure 1 Flowchart of machine readable instructions for an exemplary controller 122 to determine wheel angle commands 123 for rear wheels 112. Figure 15In block 1502, the damping ratio determiner 403 determines whether the damping ratio is less than a damping threshold value. For example, if the damping threshold value is 1.0, then control executed in block 1502 will return yes if the damping ratio is 0.9, 0.8, 0.3, etc. If control executed in block 1502 returns yes, the path determiner 402 determines a desired path solution for a future time interval using a first solution method (block 1504). In the examples disclosed herein, the first solution method may be Figure 5A If control executed in block 1502 returns no, the damping ratio determiner 403 determines whether the damping ratio is greater than the damping threshold (block 1506). For example, if the damping threshold is 1.0, then control executed in block 1506 will return yes if the damping ratio is 1.1, 1.5, 1.6, etc. If control executed in block 1506 returns yes, the path determiner 402 determines the desired path solution for the future time interval using a second solution method (block 1508). In the examples disclosed herein, the second solution method may be Figure 5C The solution method shown in the figure.

[0141] Alternatively, if control executed in block 1506 returns no, the path determiner 402 determines the desired path solution for the future time interval using a third solution method (block 1510). In the examples disclosed herein, the third solution method may be Figure 5B The control performed in block 1504, block 1508, or block 1510 illustrates that the path determiner 402 executes Equations 1 to 3 and / or Equations 9 to 11.

[0142] In response, the wheel angle determiner 404 determines the path velocity vector angle (block 1512). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 12 to determine the path velocity vector angle. The wheel angle determiner 404 then determines the angle between the rear-steering vehicle (e.g., vehicle 102) and the path velocity vector angle (block 1514). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 13 to determine the angle between the rear-steering vehicle (e.g., vehicle 102) and the path velocity vector angle. Additionally, the wheel angle determiner 404 determines the GNSS receiver turning radius (block 1516). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 14 to determine the GNSS receiver turning radius. Furthermore, the wheel angle determiner 404 determines the front axle turning radius (block 1518). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 15 to determine the front wheel axle turning radius.

[0143] Having executed control from blocks 1512 to 1518, the wheel angle determiner 404 determines the rear wheel steering angle (block 1520). For example, the wheel angle determiner 404 may utilize and / or otherwise solve Equation 16 to determine the rear wheel steering angle. In response, the path determiner 402 sets the current lateral error equal to the lateral error determined for the time interval (block 1522). After executing control from block 1522, the process returns to Figure 14 Frame 1416.

[0144] Figure 16 is constructed to execute Figures 12 to 15 Instructions to implement Figure 1 The processing platform 1600 is a block diagram of an exemplary processing platform for controlling a front-steering vehicle and / or a rear-steering vehicle using the vehicle control network 104a and / or the vehicle control network 104b. The processing platform 1600 may be, for example, a server, a personal computer, a controller located in a vehicle, a workstation, a self-learning machine (e.g., a neural network), a mobile device (e.g., a cell phone, a smartphone, an iPad, etc.). TM tablet computers), personal digital assistants (PDAs), Internet tools, or any other type of computing device.

[0145] The processor platform 1600 of the illustrated example includes a processor 1612. The processor 1612 of the illustrated example is hardware. For example, the processor 1612 can be implemented by one or more integrated circuits, logic circuits, microprocessors, GPUs, DSPs, or controllers from any desired family or manufacturer. The hardware processor can be a semiconductor-based (e.g., silicon-based) device. In this example, the processor implements the exemplary device sensor interface 116, the exemplary GNSS receiver 118, the exemplary path acquisition interface 120, the exemplary controller 122, the exemplary steering control interface 124, the exemplary path interface 126, the tracking mode controller 128, the exemplary path determiner 402, the exemplary wheel angle determiner 404, the exemplary display path generator 406, and / or more generally Figure 1 The exemplary vehicle control network 104a and / or the exemplary vehicle control network 104b.

[0146] The processor 1612 of the illustrated example includes a local memory 1213 (e.g., a cache). The processor 1612 of the illustrated example communicates with a main memory including a volatile memory 1614 and a non-volatile memory 1616 via a bus 1618. The volatile memory 1614 may be comprised of synchronous dynamic random access memory (SDRAM), dynamic random access memory (DRAM), Dynamic Random Access Memory The non-volatile memory 1616 may be implemented by flash memory and / or any other desired type of storage device. Access to the main memories 1614, 1616 is controlled by a memory controller.

[0147] The processor platform 1600 of the illustrated example also includes an interface circuit 1620. The interface circuit 1620 can be implemented by any type of interface standard, for example, an Ethernet interface, a universal serial bus (USB), interface, near field communication (NFC) interface, and / or PCI Express interface.

[0148] In the illustrated example, one or more input devices 1622 are connected to the interface circuitry 1620. The input device(s) 1622 permit a user to enter data and / or commands into the processor 1612. The input device(s) may be implemented by, for example, an audio sensor, a microphone, a camera (still or video), a keyboard, buttons, a mouse, a touch screen, a trackpad, a trackball, an isochronous point, and / or a speech recognition system.

[0149] One or more output devices 1624 are also connected to the interface circuit 1620 of the illustrated example. Output device 1624 can be implemented, for example, by a display device (e.g., a light emitting diode (LED), an organic light emitting diode (OLED), a liquid crystal display (LCD), a cathode ray tube display (CRT), an in-place switching (IPS) display, a touch screen, etc.), a tactile output device, a printer, and / or a speaker. Thus, the interface circuit 1620 of the illustrated example typically includes a graphics driver card, a graphics driver chip, and / or a graphics driver processor.

[0150] The interface circuitry 1620 of the illustrated example also includes communication devices, such as transmitters, receivers, transceivers, modems, residential gateways, wireless access points, and / or network interfaces, to facilitate exchanging data with external machines (e.g., any type of computing device) via a network 1626. Communication may be, for example, via an Ethernet connection, a digital subscriber line (DSL) connection, a telephone line connection, a coaxial cable system, a satellite system, a field-line wireless system, a cellular telephone system, etc.

[0151] The processor platform 1600 of the illustrated example also includes one or more mass storage devices 1628 for storing software and / or data. Examples of such mass storage devices 1628 include floppy disk drives, hard disk drives, compact disc drives, Blu-ray disc drives, redundant array of independent disks (RAID) systems, and digital versatile disc (DVD) drives.

[0152] Figures 12 to 15The machine-executable instructions 1632 may be stored in the mass storage device 1628, in the volatile memory 1614, in the non-volatile memory 1616, and / or on a removable non-transitory computer-readable storage medium (eg, a CD or DVD).

[0153] From the foregoing, it will be appreciated that exemplary methods, apparatus, and articles of manufacture have been disclosed for determining a path to follow when a vehicle acquires a guideline. The disclosed methods, apparatus, and articles of manufacture improve the efficiency of using a computing device by determining the wheel angle commands required to cause a vehicle's GNSS receiver to acquire a path in real time. The disclosed methods, apparatus, and articles of manufacture improve the efficiency of using a computing device by at least accounting for any slip that may occur due to environmental conditions and reducing the memory and logic used to control the vehicle when acquiring a desired path. Therefore, the disclosed methods, apparatus, and articles of manufacture are directed to one or more improvements in the functionality of a computer.

[0154] Disclosed herein are exemplary methods, apparatuses, systems, and articles of manufacture for controlling vehicle steering. Further examples and combinations thereof include the following:

[0155] Example 1 includes an apparatus for controlling vehicle steering, the apparatus comprising: a path acquisition interface configured to obtain a sampling interval via a user interface; and a controller configured to, during an acquisition mode: determine a steering angle of a wheel of the vehicle based on a trigonometric function including a distance associated with a turning radius of a front wheel of the vehicle; and use the steering angle to cause a global navigation satellite system (GNSS) receiver to travel from a first location to a second location, the GNSS receiver being at the first location at a first sampling time and at the second location at a second sampling time, the first sampling time and the second sampling time differing by the sampling interval.

[0156] Example 2 includes the apparatus of Example 1, wherein the wheel is the front wheel, the trigonometric function is an inverse sine operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of a rear wheel of the vehicle and a third distance between the front wheel and the rear wheel.

[0157] Example 3 includes the apparatus of Example 1, wherein the distance is a first distance, and wherein the controller is configured to determine the steering angle based on an arcsine operation comprising a second distance between front and rear wheels of the vehicle divided by the first distance.

[0158] Example 4 includes the apparatus of Example 1, wherein the GNSS receiver is positioned between rear wheels and the front wheels of the vehicle.

[0159] Example 5 includes the apparatus of Example 1, wherein the wheel is a rear wheel, the trigonometric function is an inverse tangent operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of the GNSS receiver and a third distance between the GNSS receiver and the front wheel.

[0160] Example 6 includes the apparatus of Example 1, wherein the wheel is a rear wheel, the distance is a first distance, and the controller is configured to determine the steering angle of the rear wheels of the vehicle based on an inverse tangent operation comprising dividing the first distance by a second distance between the front wheel and the rear wheel.

[0161] Example 7 includes the apparatus of Example 1, wherein the steering angle offset is a constant value associated with half of a range associated with the steering angle.

[0162] Example 8 includes the apparatus of Example 1, wherein the GNSS receiver is positioned between rear wheels and the front wheels of the vehicle.

[0163] Example 9 includes the apparatus of Example 1, wherein the path acquisition interface further obtains a damping ratio and a natural frequency.

[0164] Example 10 includes the apparatus of Example 1, wherein the first location is a geographic location of the GNSS receiver.

[0165] Example 11 includes the apparatus of Example 1, wherein the controller is configured to determine the steering angle without using controller gains.

[0166] Example 12 includes the apparatus of Example 1, wherein the controller further comprises a display path generator configured to transmit path projection data to a user display in the vehicle.

[0167] Example 13 includes a non-transitory computer-readable storage medium containing instructions that, when executed, cause one or more processors to at least: obtain a sampling interval via a user interface; determine a steering angle of a wheel of a vehicle based on a trigonometric function including a distance associated with a turning radius of a front wheel of the vehicle when operating in an acquisition mode; and cause a global navigation satellite system (GNSS) receiver to travel from a first location to a second location using the steering angle, the GNSS receiver being at the first location at a first sampling time and at the second location at a second sampling time, the first sampling time and the second sampling time differing by the sampling interval.

[0168] Example 14 includes the non-transitory computer-readable storage medium of Example 13, wherein the wheel is the front wheel, the trigonometric function is an inverse sine operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of a rear wheel of the vehicle and a third distance between the front wheel and the rear wheel.

[0169] Example 15 includes the non-transitory computer-readable storage medium of Example 13, wherein the distance is a first distance, and wherein the instructions cause the one or more processors to determine the steering angle based on an inverse sine operation comprising a second distance between front and rear wheels of the vehicle divided by the first distance.

[0170] Example 16 includes the non-transitory computer-readable storage medium of Example 13, wherein the GNSS receiver is positioned between the rear wheels and the front wheels of the vehicle.

[0171] Example 17 includes the non-transitory computer-readable storage medium of Example 13, wherein the wheel is a rear wheel, the trigonometric function is an inverse tangent operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of the GNSS receiver and a third distance between the GNSS receiver and the front wheel.

[0172] Example 18 includes the non-transitory computer-readable storage medium of Example 13, wherein the wheel is a rear wheel, the distance is a first distance, and the instructions cause the one or more processors to determine a steering angle of a rear wheel of the vehicle based on an inverse tangent operation comprising dividing the first distance by a second distance between the front wheel and the rear wheel.

[0173] Example 19 includes the non-transitory computer-readable storage medium of Example 13, wherein the steering angle offset is a constant value associated with half of a range associated with the steering angle.

[0174] Example 20 includes the non-transitory computer-readable storage medium of Example 13, wherein the GNSS receiver is positioned in front of front wheels of the vehicle.

[0175] Example 21 includes the non-transitory computer-readable storage medium of Example 13, wherein the instructions cause the one or more processors to obtain a damping ratio and a natural frequency.

[0176] Example 22 includes the non-transitory computer-readable storage medium of Example 13, wherein the first location is a geographic location of the GNSS receiver.

[0177] Example 23 includes the non-transitory computer-readable storage medium of Example 13, wherein the instructions cause the one or more processors to determine the steering angle without using a controller gain.

[0178] Example 24 includes the non-transitory computer-readable storage medium of Example 13, wherein the instructions cause the one or more processors to transmit path projection data to a user display in the vehicle.

[0179] Example 25 includes a method for controlling vehicle steering, the method comprising: obtaining a sampling interval via a user interface; when operating in an acquisition mode, determining a steering angle of the vehicle's wheels based on a trigonometric function including a distance associated with a turning radius of the vehicle's front wheels; and using the steering angle to cause a global navigation satellite system (GNSS) receiver to travel from a first position to a second position, the GNSS receiver being at the first position at a first sampling time and at the second position at a second sampling time, the first sampling time and the second sampling time differing by the sampling interval.

[0180] Example 26 includes the method of Example 25, wherein the wheel is the front wheel, the trigonometric function is an inverse sine operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of a rear wheel of the vehicle and a third distance between the front wheel and the rear wheel.

[0181] Example 27 includes the method of Example 25, wherein the distance is a first distance, and the method further comprises determining the steering angle based on an arcsine operation comprising a second distance between front and rear wheels of the vehicle divided by the first distance.

[0182] Example 28 includes the method of Example 25, wherein the GNSS receiver is positioned between the rear wheels and the front wheels of the vehicle.

[0183] Example 29 includes the method of Example 25, wherein the wheel is a rear wheel, the trigonometric function is an inverse tangent operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of the GNSS receiver and a third distance between the GNSS receiver and the front wheel.

[0184] Example 30 includes the method of Example 25, wherein the wheel is a rear wheel, the distance is a first distance, and the method further includes: determining the steering angle of the rear wheels of the vehicle based on an inverse tangent operation including dividing the first distance by a second distance between the front wheel and the rear wheel.

[0185] Example 31 includes the method of Example 25, wherein the steering angle offset is a constant value associated with half of a range associated with the steering angle.

[0186] Example 32 includes the method of Example 25, wherein the GNSS receiver is positioned in front of front wheels of the vehicle.

[0187] Example 33 includes the method of Example 25, further comprising: obtaining a damping ratio and a natural frequency.

[0188] Example 34 includes the method of Example 25, wherein the first location is a geographic location of the GNSS receiver.

[0189] Example 35 includes the method of Example 25, further comprising determining the steering angle without using a controller gain.

[0190] Example 36 includes the method of Example 25, further comprising transmitting the path projection data to a user display in the vehicle.

[0191] Although certain example methods, apparatus, and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus, and articles of manufacture fairly falling within the scope of the claims of this patent.

Claims

1. A device for controlling vehicle steering, the device comprising: a path acquisition interface configured to obtain a sampling interval via a user interface; and A controller configured to, during an acquisition mode: determining a steering angle of the vehicle's wheels based on a trigonometric function including a distance associated with a turning radius of the vehicle's front wheels to cause a global navigation satellite system receiver of the vehicle to acquire a desired path; and causing a global navigation satellite system receiver to travel from a first location to a second location using the steering angle, the global navigation satellite system receiver being at the first location at a first sampling time and at the second location at a second sampling time, the first sampling time and the second sampling time being different by the sampling interval; The controller is configured to determine a next desired position of the vehicle in a path to be followed based on the position actually reached by the vehicle after each sampling interval during the acquisition mode.

2. The device according to claim 1, wherein The wheel is the front wheel, the trigonometric function is an inverse sine operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of a rear wheel of the vehicle and a third distance between the front wheel and the rear wheel.

3. The device according to claim 1, wherein The distance is a first distance, and wherein the controller is configured to determine the steering angle based on an inverse sine operation comprising a second distance between front and rear wheels of the vehicle divided by the first distance.

4. The device according to claim 1, wherein The GNSS receiver is positioned between the rear wheels and the front wheels of the vehicle.

5. The apparatus according to claim 1, wherein The wheel is a rear wheel, the trigonometric function is an inverse tangent operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of the global navigation satellite system receiver and a third distance between the global navigation satellite system receiver and the front wheel.

6. The apparatus according to claim 1, wherein The wheels are rear wheels, the distance is a first distance, and the controller is configured to determine a steering angle of the rear wheels of the vehicle based on an inverse tangent operation comprising dividing the first distance by a second distance between the front wheels and the rear wheels.

7. The apparatus according to claim 1, wherein The GNSS receiver is positioned in front of the front wheels of the vehicle.

8. The apparatus according to claim 1, wherein The path acquisition interface further obtains a damping ratio and a natural frequency.

9. The apparatus according to claim 1, wherein The first location is a geographical location of the global navigation satellite system receiver.

10. The apparatus according to claim 1, wherein The controller is configured to determine the steering angle without using controller gains.

11. The apparatus according to claim 1, wherein The controller further includes a display path generator configured to transmit path projection data to a user display in the vehicle.

12. A non-transitory computer-readable storage medium comprising instructions that, when executed, cause one or more processors to at least: obtaining a sampling interval via a user interface; when operating in an acquisition mode, determining a steering angle of the vehicle's wheels based on a trigonometric function including a distance associated with a turning radius of the vehicle's front wheels to cause a global navigation satellite system receiver of the vehicle to acquire a desired path; causing a global navigation satellite system receiver to travel from a first location to a second location using the steering angle, the global navigation satellite system receiver being at the first location at a first sampling time and at the second location at a second sampling time, the first sampling time and the second sampling time being different by the sampling interval; and During the acquisition mode, a next desired position of the vehicle in a path to be followed is determined based on the position the vehicle actually reaches after each sampling interval.

13. The non-transitory computer-readable storage medium of claim 12, wherein: The wheel is the front wheel, the trigonometric function is an inverse sine operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of a rear wheel of the vehicle and a third distance between the front wheel and the rear wheel.

14. The non-transitory computer-readable storage medium of claim 12, wherein: The distance is a first distance, and wherein the instructions cause the one or more processors to determine the steering angle based on an inverse sine operation comprising a second distance between front and rear wheels of the vehicle divided by the first distance.

15. The non-transitory computer-readable storage medium of claim 12, wherein: The GNSS receiver is positioned between the rear wheels and the front wheels of the vehicle.

16. The non-transitory computer-readable storage medium of claim 12, wherein: The wheel is a rear wheel, the trigonometric function is an inverse tangent operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of the global navigation satellite system receiver and a third distance between the global navigation satellite system receiver and the front wheel.

17. The non-transitory computer-readable storage medium of claim 12, wherein: The wheel is a rear wheel, the distance is a first distance, and the instructions cause the one or more processors to determine a steering angle of a rear wheel of the vehicle based on an inverse tangent operation comprising dividing the first distance by a second distance between the front wheel and the rear wheel.

18. The non-transitory computer-readable storage medium of claim 12, wherein: The GNSS receiver is positioned in front of the front wheels of the vehicle.

19. The non-transitory computer-readable storage medium of claim 12, wherein: The instructions cause the one or more processors to obtain a damping ratio and a natural frequency.

20. The non-transitory computer-readable storage medium of claim 12, wherein: The first location is a geographical location of the global navigation satellite system receiver.

21. The non-transitory computer-readable storage medium of claim 12, wherein: The instructions cause the one or more processors to determine the steering angle without utilizing controller gains.

22. The non-transitory computer-readable storage medium of claim 12, wherein: The instructions cause the one or more processors to transmit path projection data to a user display in the vehicle.

23. A method for controlling vehicle steering, the method comprising: obtaining a sampling interval via a user interface; when operating in an acquisition mode, determining a steering angle of the vehicle's wheels based on a trigonometric function including a distance associated with a turning radius of the vehicle's front wheels to cause a global navigation satellite system receiver of the vehicle to acquire a desired path; causing a global navigation satellite system receiver to travel from a first location to a second location using the steering angle, the global navigation satellite system receiver being at the first location at a first sampling time and at the second location at a second sampling time, the first sampling time and the second sampling time being different by the sampling interval; and During the acquisition mode, a next desired position of the vehicle in a path to be followed is determined based on the position the vehicle actually reaches after each sampling interval.

24. The method according to claim 23, wherein The wheel is the front wheel, the trigonometric function is an inverse sine operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of a rear wheel of the vehicle and a third distance between the front wheel and the rear wheel.

25. The method according to claim 23, wherein The distance is a first distance, and the method further includes determining the steering angle based on an inverse sine operation including a second distance between front wheels and rear wheels of the vehicle divided by the first distance.

26. The method according to claim 23, wherein The GNSS receiver is positioned between the rear wheels and the front wheels of the vehicle.

27. The method according to claim 23, wherein The wheel is a rear wheel, the trigonometric function is an inverse tangent operation, the distance is a first distance, the turning radius is a first turning radius, and the first distance is based on a second distance associated with a second turning radius of the global navigation satellite system receiver and a third distance between the global navigation satellite system receiver and the front wheel.

28. The method according to claim 23, wherein The wheel is a rear wheel, the distance is a first distance, and the method further includes determining a steering angle of the rear wheels of the vehicle based on an inverse tangent operation including dividing the first distance by a second distance between the front wheel and the rear wheel.

29. The method according to claim 23, wherein The GNSS receiver is positioned in front of the front wheels of the vehicle.

30. The method of claim 23, further comprising: Obtain the damping ratio and natural frequency.

31. The method of claim 23, wherein: The first location is a geographical location of the global navigation satellite system receiver.

32. The method of claim 23, further comprising: The steering angle is determined without using controller gains.

33. The method of claim 23, further comprising: Path projection data is transmitted to a user display in the vehicle.

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