System for steering an agricultural vehicle across a field with an operator interface that adapts to different compensation modes.

Abstract

System for guiding an agricultural vehicle (10) across a field (58), comprising: one or more sensors configured to provide a signal for a detected position and / or orientation and / or inclination of the vehicle (10); a steering signal calculation unit (46) configured to provide a steering signal to an actuator (40), the steering signal being determined in such a way as to minimize any difference between the detected position and / or orientation and a desired position and / or orientation of the vehicle (10); an operator interface (30) which is connected to the steering signal calculation unit (46) and is configured to provide the steering signal calculation unit (46) with a first correction input and a second correction input, wherein the steering signal calculation unit (46) is configured to use the first correction input in a first steering operating mode of the vehicle (10) to determine the steering signal and the second correction input in a second steering operating mode of the vehicle to determine the steering signal; characterized in that the steering signal calculation unit (46) is configured to control the operator interface (30) such that the input of the first correction input is only possible when the steering signal calculation unit (46) is in the first steering mode, and the input of the second correction input is only possible when the steering signal calculation unit (46) is in the second steering mode.

Description

[0001] The invention relates to a system for controlling an agricultural vehicle across a field, comprising: one or more sensors configured to provide a signal for a detected position and / or orientation and / or tilt of the vehicle; a steering signal calculation unit configured to provide a steering signal to an actuator, wherein the steering signal is determined in such a way as to minimize any difference between the detected position and / or orientation and a desired position and / or orientation of the vehicle; an operator interface connected to the steering signal calculation unit and configured to provide the steering signal calculation unit with a first correction input and a second correction input, wherein the steering signal calculation unit is configured to use the first correction input in a first steering operating mode of the vehicle to determine the steering signal and the second correction input in a second steering operating mode of the vehicle to determine the steering signal. State of the art

[0002] In agriculture, vehicles are autonomously steered across a field to facilitate the operator's work and allow them to monitor and control operations while driving across the field, such as tillage, chemical application, or harvesting, or for full automation. Besides prior art steering systems that generate a steering signal using a Global Navigation Satellite System (GNSS) receiver and a (pre-stored or en route generated) map of the routes to be traveled, sensor-based optical, ultrasonic, and mechanical steering systems are known. These systems are based on an image signal from a camera or an active scanning sensor (Lidar or similar), or use ultrasonic sensors or mechanical probes to detect features in the field, which are then used to determine the route to be traveled.These features can be field boundaries that cause a change in the soil profile, wheel tracks, plant rows, furrows, strips and / or the edge of a standing crop yet to be harvested.

[0003] The sensors (and also the GNSS receivers) provide input about the vehicle's actual position and, optionally, its direction relative to a desired guideline to an open-loop controller, which then controls the vehicle's steering direction, generally by means of a steering actuator that controls one or more steerable wheels, a speed differential of the ground-engaging tracks, or an articulation angle of the vehicle. In other words, the controller aims to steer the vehicle so that its position, as detected by the sensor or GNSS receiver, lies on the desired guideline. For example, if the vehicle is traveling along rows of plants in a field, the controller will guide the vehicle so that it travels along the rows with its tires positioned between adjacent rows.

[0004] These automatic steering systems are typically not closed-loop systems because the sensors do not measure the actual distance traveled by the vehicle, i.e., the difference between the desired and the actual path. This can cause problems with misalignment between the desired and actual paths, for example, if the sensor's reference angle around the vertical axis (yaw angle) and / or the sensor's lateral position relative to the vehicle does not match a predefined angle or offset. In such cases, the orientation and / or position of features in the field is not correctly detected, and the steering signal is incorrect. Alternatively, the vehicle's path may be affected by external forces such as gravity when driving on a slope.

[0005] The current state of the art offers operator interfaces for automatic steering systems that allow the driver, for example, to input or adjust a lateral offset between a guide line provided by a sensor and the guide line controlled by the vehicle (Operating Instructions Ultra Guidance PSR ISO from Reichhardt GmbH, Article No. 560143-0B, 2019) or to input a loop gain to correct the influence of a detected lateral tilt on the steering response (US 2008 / 0228353A1). The operator thus provides correction inputs for the automatic steering system, which, by its very nature, depends on the specific sensor used by the automatic steering system.

[0006] According to the Reichardt operating instructions, the operator can select a sensor for automatic steering, such as a mechanical or ultrasonic inline sensor, or GNSS-based steering, on a main screen menu of a touchscreen display (virtual terminal according to ISO 11783), depending on which sensors are present on the vehicle. Correction inputs are entered via submenus. Thus, if a first sensor type, such as an ultrasonic sensor, is selected in the main screen menu, the correction input (lateral offset) is provided in that sensor's submenu. Similarly, a lateral offset can be entered in a submenu if GNSS steering is selected. Task

[0007] However, some sensors require different correction inputs depending on the operating conditions of the agricultural vehicle. For example, if the vehicle is controlled based on an optical inline sensor, it makes sense to enter a lateral offset when the vehicle is driving on level ground, but if the vehicle is operating on a lateral slope, a relationship between the slope and the steering signal may be useful. This is not taken into account in the aforementioned prior art; therefore, an obvious solution would be to provide one or two submenus for the various correction inputs. This makes the display confusing and complicated to use.

[0008] The aim of the invention is to provide a steering system that steers an agricultural vehicle across a field that does not suffer from the aforementioned disadvantages or exhibits them to a lesser degree. Summary

[0009] According to the invention, this problem is solved by the teaching of claim 1, wherein further claims specify features which advantageously develop the solution further.

[0010] A system for guiding an agricultural vehicle across a field includes the following features: one or more sensors configured to provide a signal for a detected position and / or orientation and / or tilt of the vehicle; a steering signal calculation unit configured to provide a steering signal to an actuator, wherein the steering signal is determined in such a way as to minimize any difference between the detected position and / or orientation and a desired position and / or orientation of the vehicle; an operator interface connected to the steering signal calculation unit and configured to provide the steering signal calculation unit with a first correction input and a second correction input, wherein the steering signal calculation unit is configured to use the first correction input in a first steering operating mode of the vehicle to determine the steering signal and the second correction input in a second steering operating mode of the vehicle to determine the steering signal; and the steering signal calculation unit is configured to control the operator interface in such a way that the first correction input can only be entered if the steering signal calculation unit is in the first steering operating mode, and the second correction input can only be entered if the steering signal calculation unit is in the second steering operating mode.

[0011] In other words, depending on the steering operating mode, only the corresponding correction input is activated, thus avoiding or reducing the aforementioned disadvantages.

[0012] In vision-based navigation systems, where this proposal can be advantageously implemented, a perception sensor is mounted on the vehicle to detect field contours (such as rows, swaths, tramlines, etc.) and steer the wheels precisely, centering them over the contour. In such systems, the steering system can reach a steady state, with some lateral offset relative to the contour remaining uncorrected. This can be due to two main reasons: (a) inaccurate yaw angles relative to a reference point on the machine, and (b) inaccurate guidance during lateral inclinations. The steering system can use automated methods to estimate the required compensation in each of the above scenarios, but a final adjustment is offered to the operator via an operator interface to compensate for (or reduce) any remaining lateral errors.

[0013] The main reason for this approach is that final compensation can be achieved by correcting the yaw angle of the sensor data, thereby correcting the detected contour perception points so that no yaw output is generated. And because the same parameter is adjusted by different algorithms within the system, the operator is shown the correct control input under the correct terrain conditions, thus avoiding confusion or erroneous inputs and improving the operator experience.

[0014] Therefore, it is proposed that the correct inputs be automatically displayed to the operator under varying terrain conditions. Additionally, the controls for the correct connected or selected sensor are shown. Furthermore, the operator interface can display an infographic icon indicating that an algorithm is actively adjusting the compensation or indicating potential problems. embodiment

[0015] One embodiment of the invention described in more detail below is shown in the drawings. It shows: Fig. 1. A side view of an agricultural vehicle with a system for automatically guiding the vehicle across a field, Fig. 2. A top view of the vehicle during work in the field, Fig. 3 a schematic diagram of the arrangement for guiding the vehicle, Fig. 4. A display of an operator interface during the operation of the vehicle, Fig. 5 to 7 and 9 to 11 parts of the user interface in different operating modes, and Fig. 8. A flowchart for control based on visual sequence recognition.

[0016] The Fig. Figure 1 shows a side view of a self-propelled agricultural vehicle 10 in the form of an agricultural tractor and a tool 12 in the form of a sprayer, which is attached to a three-point linkage 14 of the vehicle 10. The vehicle 10 is built on a supporting frame 16, which is carried by steerable front wheels 18 and driven rear wheels 20 and supports a cab 22 in which an operator station 24 is located. The operator station 24 includes a steering wheel 26, a seat 28, pedals (not shown) and an operator interface 30. In the following, directions such as front and rear or side refer to the forward direction of the vehicle 10, which is shown in Fig. 1 points to the left.

[0017] The vehicle 10 comprises an arrangement for automatically steering the vehicle over a field, which includes a visual sensor system 62 with a camera 32 designed as a mono or stereo camera (and / or a scanning, active sensor, e.g. a lidar system), an image processing system 36 which is connected to the image sensor of the camera 32 by transmitting a signal, a navigation unit 48 on the roof of the cabin 22, a steering signal calculation unit 46 and a steering control system 34.

[0018] The navigation unit 48 is designed to receive signals from a satellite-based navigation system (GNSS, such as GPS, Galileo, etc.). The navigation unit 48 is equipped with an inertial measurement unit 66 to detect, among other things, the vehicle's lateral and forward tilt and to improve the accuracy of the position signals, especially under unfavorable reception conditions. Additionally, it can be connected to a receiver that receives correction signals from a suitable system (DGPS, RTK) to improve the precision of the navigation signals, and / or to odometric sensors that measure the steering direction and movement of the front wheels 18, namely a steering angle sensor 44 and a speed sensor to detect the rotation of the front wheels 18. The odometrically acquired signals are typically combined with those of the inertial navigation system and the satellite-based, possibly corrected, signals, e.g.,The signals were fused through a Kalman filter. The navigation unit 48 provides a signal at regular intervals regarding its two- or three-dimensional position and orientation (at least lateral tilt) and optionally its speed.

[0019] The image processing system 36, the navigation unit 48, the steering signal calculation unit 46 and the steering control system 34 are connected to each other via a bus system 50, which can be operated, for example, according to the ISO 11783 protocol or a successor.

[0020] The steering signal calculation unit 46 is spatially integrated into an operator interface 30, which is provided in the form of a display unit 54 with an input device 56 that can be configured with separate buttons, as schematically shown in Fig. 1 and Fig. 3, or can be implemented as a touch-sensitive display unit 54. The operator interface 30 can function as a virtual terminal in accordance with ISO 11783. It should be noted that the steering signal calculation unit 46 could also be physically separated from the operator interface 30.

[0021] The steering system 34 is connected to a valve unit 38, which controls a steering actuator 40, and to the steering angle sensor 44 for detecting the current steering angle of the front wheels 18. These parts form an internal, closed control circuit for controlling the steering direction of the vehicle 10.

[0022] Fig. Figure 2 shows a top view of the vehicle 10 working in a field 58 with plants 60 grown in rows. The steering system 34 is controlled by the steering signal calculation unit 46, which is based on the signals from the visual sensor system 62 (camera 32), so that the front wheels 18 and the rear wheels 20 drive between the rows of plants 60 without crossing the plants 60. The visual sensor system 62 can detect plants 60 (see, e.g., US 6,445,983 B1, EP 1,266,553 A2, WO 2008 / 150418 A1, WO 2018 / 067473 A1, Wan, X., Liu, G. (2008), Automatic Navigation System with Multiple Sensors. In: Li, D. (eds) Computer and Computing Technologies in Agriculture, Volume II. CCTA 2007. The International Federation for Information Processing, vol. 259. Springer, Boston, MA) and / or tramlines or tracks between plants 60, see DE 10 2016 209 437 A1. The tool 12 could also be any other type of tool, e.g.A hoe used to remove unwanted weeds between the rows of plants 60. In another form, the tool could be a tillage implement, such as a plow or harrow, and the visual sensor system 62 could detect the boundary between an uncultivated and a plowed field 58. In a further embodiment, vehicle 10 could be a harvesting implement with a header or move a harvesting implement, such as a mower, across the field, and the visual sensor system 62 could detect an unharvested edge of a crop stand or a swath to be collected by a pick-up. Vehicle 10 can also be equipped with row sensors 64 with tactile probes 68 or with ultrasonic sensors to detect plants or furrows in the field.

[0023] The vehicle 10 is equipped with various sensors that provide a signal for the vehicle's detected position, orientation, and / or inclination. In the illustrated embodiment, these sensors are the visual sensor system 62 with camera 32 for detecting the position of the plant rows 60 in the field 58, the row sensors 64, and the navigation unit 48 with the inertial measurement unit 66. The visual sensor system 62 detects the lateral position and orientation (about the vertical axis = yaw angle) of the vehicle 10 relative to the rows of plants 60, enabling the steering signal calculation unit 46 to steer the vehicle 10 along the rows. The position and yaw angle of the vehicle 10 are also detected by the navigation unit 48, and the row sensors 64 additionally measure the lateral position of the vehicle 10 relative to features in the field 58, such as rows or furrows.As is known in engineering, these lateral displacement signals and optional yaw signals can be used either individually or in combination for the automatic steering of the vehicle 10. The lateral tilt (roll angle), which is detected by the inertial measurement unit 66 (or a separate sensor or by means of a second navigation unit, laterally offset from the navigation unit 48 shown), can be used, particularly when working on lateral inclines, as a corrective input for the steering signal (see US 2008 / 0228353 A1, incorporated herein by reference).

[0024] As a rule, the operator can select which of the sensors (in particular series sensors 64, camera 32 or navigation unit 48) are used for automatic steering, whereby this selection can be carried out automatically, for example, depending on the (quality of) outputs of the respective sensors, and switches the automatic steering on and off via the input device 56 of the operator interface 30.

[0025] The visual sensor system 62, such as the (stereo) camera 32, is typically mounted on a mechanical bracket that may be subject to cumulative tolerances, resulting in minor displacements of the various degrees of freedom with respect to a reference point on the vehicle 10. These cumulative tolerances can be due to manufacturing defects, variations in assembly, and so on. A calibration procedure can be performed to estimate some of the degrees of freedom, but small inaccuracies in calibrating the camera's yaw angle can lead to significant lateral displacements of the vehicle 10 towards the center of the contour to be traversed. The operator can input offset corrections in centimeters or other units, which are converted (based on known dimensions—particularly the distance at which the camera 32 sees the ground) into a yaw setting angle that is applied in the contour detection algorithm.As described later, this input option is only offered to the operator on flat terrain.

[0026] On the other hand, driving on side slopes can cause the vehicle 10 to "drive crab-walk" (yaw rotation even though it is traveling straight). This drifting vehicle motion has a similar effect on the perception points as an incorrect dynamic calibration described above and must be compensated for by a yaw adjustment angle. Although this angle could be measured with a dual-antenna system, it is estimated here based on the measured roll angle of the terrain (which can be measured accurately with the inertial measurement unit 66). However, the accuracy of this yaw estimate is affected by several non-measurable factors, such as the ground condition. This allows the operator to adjust the aggressiveness of this side slope compensation so that the vehicle 10 drives more uphill or downhill, as also described below.

[0027] Fig. Figure 4 shows the display unit 54 of the operator interface 30 during operation, when the steering signal calculation unit 46 controls the steering system 34 to steer the vehicle 10 across field 58. Among other things, area 100 shows a perspective view of field 58, depicting the vehicle 10 on its path 104, represented by an icon 102. An area 108 on the left indicates that camera 32 is being used for steering. Another area 106 on the right shows a correction input via the virtual keys 110 and 112, which allows the operator to move the vehicle 10 left or right relative to the path provided by the control signal calculation unit 46. This correction input can be particularly useful when camera 32 is rotated about the yaw axis with respect to a calibrated or predefined position.The virtual keys 110, 112 and the entered offset are also displayed in an area 114 on the left side of the display unit 54 above area 108.

[0028] Another correction entry is in Fig. Figure 6 shows how the operator can input the sensitivity of a steering correction for camera-based steering on lateral tilt. Virtual buttons 110 and 112 are not used here to input an offset, but rather define the steering response of the steering signal calculation unit 46 to a lateral tilt, as described in more detail in US 2008 / 0228353 A1.

[0029] When steering is performed based on the row sensors 64, the display unit 54 generally shows the same image as in Fig. 4, but area 106 of Fig. 4, which is also separately in Fig. 5 is shown, which is represented by area 106 as in Fig. 7 shown replaced.

[0030] If a steering sensor is selected, but the steering signal calculation unit 46 detects that the respective sensor is not functioning correctly, the virtual buttons 110, 112 and the entered offset in area 114 are grayed out, as shown in Fig. 9, Fig. 10 to Fig. 11 (correspondingly) Fig. 6, Fig. 5 and Fig. 7), which is preferably also the case in area 106. In this case, the automatic steering based on the respective sensor is deactivated and the driver must steer the vehicle manually 10 or resort to automatic steering based on another sensor.

[0031] Now, attention will be turned to the Fig. Reference is made to Figure 8, which shows a flowchart illustrating the operation of the steering signal calculation unit 46 during the automatic steering of the vehicle 10 based on the visual sensor system 62. After starting in step 200, step 202 detects the lateral tilt on which vehicle 10 is operating (roll angle of vehicle 10), based on the sensors described above. If the lateral tilt exceeds a certain threshold, at which a noticeable deviation of the vehicle's path from an expected trajectory is anticipated due to the lateral tilt, as gravitational forces attempt to pull vehicle 10 down the slope, this cannot be corrected by the steering signal calculation unit 46. Based on the signal from camera 32, step 204 follows, which allows the operator to input the sensitivity of vehicle 10 to the lateral tilt. In step 204, the area 106 of Fig. 6. The operator is shown the lateral sensitivity on the display unit 54 of the operator interface 30, allowing the lateral sensitivity to be entered using keys 110 and 112, and the entered sensitivity to be displayed in an icon 116. In step 206, this entered lateral sensitivity is used by the signal processing unit 46 to supply the steering signal to the inner control loop for controlling the steering direction of the vehicle 10.

[0032] On the other hand, if step 202 shows that there is no significant lateral tilt, step 208 follows, in which the operator can input a lateral displacement of the vehicle 10 with respect to the path provided by the control signal calculation unit 46, using the virtual keys 110, 112 on area 106 on the display unit of the operator interface 30, as shown in Fig. 4 and Fig. Figure 5 shows the entered offset in an icon 116. In step 210, this entered offset is used by the steering signal calculation unit 46 to supply the steering signal to the inner control loop for controlling the steering direction of the vehicle 10.

[0033] After steps 206 and 210, step 202 is executed again. This prevents frequent, disruptive switching between the two operating modes. Fig. To avoid errors at a lateral tilt of approximately 0°, a suitable threshold can be used before the steering signal calculation unit 46 is positioned between the left and right branches. Fig. 8 changes.

[0034] It should be noted that Fig. Although Figure 6 indicates that the inclination compensation, displayed by symbol 116 and entered by keys 110 and 112, is a distance (like the lateral deviation of vehicle 10 from the desired path after a certain distance), it can also be represented as an angle, i.e., the angle of vehicle 10 relative to the desired path without compensation. Therefore, under side slope conditions, such as those in the right branch of Fig. As shown in Figure 8, the tilt compensation angle is added to the vision sensor offset value from flat terrain to a (single) yaw adjustment angle. This angle should be applied very early in the camera signal flow to avoid inconsistencies. The application could be implemented by rotating a map that represents detected features in field 58, in particular the plants 60 or rows of plants in the camera 32 image, using this angle. In other words, the resulting camera image or data is rotated around the vertical axis by the yaw angle to correct the expected misorientation of the vehicle 10 on the lateral tilt and the misorientation of the camera 32 by proactively correcting the camera 32 perspective to avoid this problem. In this context, reference is made to DE 10 2019 203 648 A1 and the prior art documents cited therein.

[0035] In further developments it is possible to install an additional sensor 70 (mono camera under the chassis of the machine, cf. DE 10 2023 119 302 A1 and Fig. 1) to use to detect vehicle deviations from a desired path and automatically compensate for the steering angle, while disabling the use of buttons 110 and 112. In these scenarios, these buttons should be disabled and grayed out in affected areas 106 and 114, as shown in Fig. 9 is shown, and a new infographic icon can be displayed to clearly indicate to the operator that an algorithm is actively adjusting the required compensation.

[0036] The display unit 54 of the operator interface 30 automatically displays the correct sensor controls, depending on the active sensor, as mentioned. For example, if the row sensors 64 on the vehicle 10 are available for control and are actively controlling the vehicle 10, the display will be as shown in Fig. 7 shown in the illustration of Fig. 4 in area 106. If a guideline retraction steers the vehicle 10, these controls are displayed in the navigation settings module in area 106 and area 114 for the control of the row sensor is used as in Fig. 11 shown, greyed out. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 2008 / 0 228 353 A1 [0005, 0023, 0028] US 6 445 983 B1

[0022] EP 1 266 553 A2

[0022] WO 2008 / 150418 A1

[0022] WO 2018 / 067473 A1

[0022] DE 10 2016 209 437 A1

[0022] DE 10 2019 203 648 A1

[0034] DE 10 2023 119 302 A1

[0035] Cited non-patent literature

[0000] Operating instructions Ultra Guidance PSR ISO from Reichhardt GmbH, Article No. 560143-0B, 2019

[0005]

Claims

[1] System for guiding an agricultural vehicle (10) across a field (58), comprising: one or more sensors configured to provide a signal for a detected position and / or orientation and / or inclination of the vehicle (10); a steering signal calculation unit (46) configured to provide a steering signal to an actuator (40), the steering signal being determined in such a way as to minimize any difference between the detected position and / or orientation and a desired position and / or orientation of the vehicle (10); an operator interface (30) which is connected to the steering signal calculation unit (46) and is configured to provide the steering signal calculation unit (46) with a first correction input and a second correction input, wherein the steering signal calculation unit (46) is configured to use the first correction input in a first steering operating mode of the vehicle (10) to determine the steering signal and the second correction input in a second steering operating mode of the vehicle to determine the steering signal; characterized by , that the steering signal calculation unit (46) is configured to control the operator interface (30) such that the input of the first correction input is only possible when the steering signal calculation unit (46) is in the first steering mode, and the input of the second correction input is only possible when the steering signal calculation unit (46) is in the second steering mode. [2] System according to claim 1, wherein the steering signal calculation unit (46) is configured to automatically switch between the first and second steering modes, depending on the signal from one of the sensors. [3] System according to claim 1 or 2, wherein the steering signal calculation unit (46) is configured to provide the steering signal in the first and second steering modes based on an image signal from a visual sensor system (62). [4] System according to claim 3, wherein the steering signal calculation unit (46) is configured to receive the first correction input with respect to a lateral displacement of the vehicle (10) from a nominal path in the first steering operating mode. [5] System according to one of claims 3 or 4, wherein the steering signal calculation unit (46) is configured to receive the second correction input with respect to a steering reaction for a lateral tilt in the second control operating mode. [6] System according to any one of claims 1 to 5, wherein the steering signal calculation unit (46) is configured to switch between the first and second steering modes based on a measured lateral tilt angle. [7] System according to claim 6, wherein the steering signal calculation unit (46) is configured to be in the first steering mode when operating on level ground and in the second steering mode when operating on a lateral incline. [8] System according to one of the preceding claims, wherein the steering signal calculation unit (46) is configured to control the operator interface (30) to display a first area (106) on a display unit (54) that allows the input of the first correction input in the first steering mode, and to display a second area (106) on the display unit (54) that allows the input of the second correction input in the second steering mode. [9] System according to claim 8, wherein the steering signal calculation unit (46) is configured to control the operator interface (30) to display the first area (106) on the display unit (54) in the first steering mode at the same location as the second area (106) is displayed on the display unit (54) in the second steering mode. [10] System according to claim 8 or 9, wherein the steering signal calculation unit (46) is configured to control the operator interface (30) to display the entered first correction input in the first steering mode in the first area (106) on the display unit (54) and / or to control the operator interface (30) to display the entered second correction input in the second steering mode in the second area (106) on the display unit (54). [11] System according to one of claims 8 to 10, wherein the steering signal calculation unit (46) is configured to control the operator interface (30) such that the first area (106) and / or the second area (106) is displayed on the display unit (54) such that the area (106) is deactivated if a sensor (70) replaces the first and / or second correction input, wherein the first and / or second correction input is not used by the steering signal calculation unit (46). [12] System according to any one of claims 3 to 11, if dependent on claim 3, wherein the steering signal calculation unit (46) is configured to rotate an image provided by the visual sensor system (62) or a map showing detected features in the image at an angle that depends on the first and / or second correction input. [13] Vehicle (10) with a system according to any of the preceding claims.

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