Work Vehicle Turn Planning for Figure-Eight Field Guidance
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Solution Overview
Problem
Conventional path planning systems for self-propelled work vehicles lack the ability to optimize turn types within a field boundary, leading to inefficient work coverage and increased area worked, especially in tillage operations where additional turn types are required to maintain soil structure uniformity.
Innovation Solution
A method and system that allows for the selection and automatic generation of a figure eight turn type relative to field boundaries, which minimizes the infield work area footprint by transitioning between paths and adjusting turn plans based on vehicle conditions and contours, enabling optimal work coverage and boundary integrity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If conventional U-turns are used for turning between paths, then the turn automation is simple to implement, but the infield work area footprint is larger and work coverage is less efficient
Solution Approach 1:
The turn maneuver is segmented into multiple sequential path segments (first curved path, second curved path, third curved path) rather than a single U-turn motion. This allows the vehicle to transition through intermediate positions that minimize the footprint while maintaining controllability and guidance accuracy throughout the turning process.
Solution Approach 2:
The patent employs curved paths with varying radii to create a figure-eight pattern that smoothly transitions the vehicle between parallel paths. The curved geometry allows the vehicle to turn within a smaller infield area compared to conventional sharp U-turns, reducing the footprint while maintaining smooth motion and guidance accuracy.
2Productivity
If multiple headland passes are made to turn around, then the field boundary integrity is maintained, but the amount of work done in the field is increased
Solution Approach 1:
The guidance system pre-calculates and pre-defines the figure-eight turn path segments and sequence points before the vehicle executes the turn. This preliminary path planning allows the vehicle to transition efficiently between paths without requiring multiple sequential headland passes, reducing both time and redundant work area coverage.
3Area of stationary object
If the figure eight turn path is strictly followed, then the infield work area footprint is minimized, but the system lacks adaptability when vehicle conditions prevent completion
Solution Approach 1:
The guidance system dynamically monitors vehicle position, speed, and operational status during figure-eight turn execution. If vehicle conditions indicate inability to complete the planned path segments, the system adaptively modifies the turn execution or selects alternative turn types from available options, maintaining operational flexibility while preserving the footprint-minimizing benefits when conditions permit.
Solution Approach 2:
The system continuously receives feedback from vehicle sensors and operational status during turn execution. This feedback mechanism allows real-time assessment of whether the vehicle can complete the figure-eight path segments as planned, enabling adaptive decision-making to switch between turn types or adjust the turn execution to match actual vehicle capabilities and field conditions.
4Adaptability or versatility
If conventional guidance systems are used, then the system complexity is low, but the ability to optimize turn types for different operations is limited
Solution Approach 1:
The guidance system implements a universal path planning framework that can execute multiple turn types (figure-eight turns, U-turns, and other available turn types) through a common architecture. This multi-functional capability allows the system to optimize turn selection for different operations and field conditions without requiring separate specialized systems for each turn type, managing complexity through unified control logic.
Data Source
AI summary
Systems and methods are provided for guidance and/or automation of work vehicles operating within defined work areas. Initially, a first (e.g., figure eight) turn type is selected at least to transition between first and second parallel paths across the work area for reciprocal traverse thereof, further for optimizing a footprint with respect to at least an alternative second (e.g., U-turn) turn type. Responsive to said selection, a first turn plan is generated along with associated output signals for the first turn type relative to contours of the defined work area. Sequence points for the turn may be generated based on determined work coverage. If the work vehicle is determined unable to complete the generated first turn plan for the first turn type, based on detected work vehicle conditions relative to contours of the work area, a second turn plan is instead automatically generated and performed for the second turn type.