U.S. patent number RE47,101 [Application Number 15/003,756] was granted by the patent office on 2018-10-30 for control for dispensing material from vehicle.
This patent grant is currently assigned to AGJUNCTION LLC. The grantee listed for this patent is AgJunction LLC. Invention is credited to John A. McClure, Aaron C. Stichter.
United States Patent |
RE47,101 |
McClure , et al. |
October 30, 2018 |
Control for dispensing material from vehicle
Abstract
A spray control method employs a spray vehicle including a
material tank, a pump communicating with the tank, and nozzles of a
spray boom communicating with the pump. A GNSS receiver mounted on
the vehicle and interfaced to a controller tracks its position in
relation to stored position coordinates of field boundaries
separating spray zones from spray exclusion zones. The tank is
activated and deactivated by the controller to retain spray of the
material within the spray zones and to prevent spray of the
material in the exclusion zones, by processing an offset of the
spray nozzles from the receiver, the spray range of the nozzles,
spray turn-on and turn-off lag times, and the velocity of the spray
vehicle, all in relation to the field boundaries. An alternative
embodiment individually controls spray from the nozzles by using
associated valves interfaced to the controller.
Inventors: |
McClure; John A. (Scottsdale,
AZ), Stichter; Aaron C. (Chandler, AZ) |
Applicant: |
Name |
City |
State |
Country |
Type |
AgJunction LLC |
Hiawatha |
KS |
US |
|
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Assignee: |
AGJUNCTION LLC (Hiawatha,
KS)
|
Family
ID: |
46653446 |
Appl.
No.: |
15/003,756 |
Filed: |
January 21, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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12355776 |
Jan 17, 2009 |
8140223 |
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12171399 |
Jul 11, 2008 |
8265826 |
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10804758 |
Mar 19, 2004 |
7400956 |
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10828745 |
Apr 21, 2004 |
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12750429 |
Mar 30, 2010 |
8214111 |
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11184657 |
Jul 19, 2005 |
7689354 |
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60464756 |
Apr 23, 2003 |
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60456146 |
Mar 20, 2003 |
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Reissue of: |
13217839 |
Aug 25, 2011 |
8634993 |
Jan 21, 2014 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G01S
19/54 (20130101); A01B 79/005 (20130101); G01C
15/00 (20130101); G01S 19/14 (20130101); G05D
1/027 (20130101); A01B 79/005 (20130101); G01S
19/14 (20130101); G01C 15/00 (20130101); G01S
19/04 (20130101); G01S 5/0063 (20130101); G05D
1/0278 (20130101); G01S 19/04 (20130101); G01S
5/0063 (20130101); G05D 1/0278 (20130101); G01S
19/54 (20130101); G05D 1/027 (20130101); G05D
1/0259 (20130101); G05D 1/0259 (20130101); G05D
2201/0201 (20130101); G05D 2201/0201 (20130101) |
Current International
Class: |
A01B
79/00 (20060101); G01S 19/54 (20100101); G01S
19/04 (20100101); G01S 5/00 (20060101); G05D
1/02 (20060101); G01C 15/00 (20060101); G01S
19/14 (20100101) |
Field of
Search: |
;701/50 |
References Cited
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WO |
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WO-2011014431 |
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Feb 2011 |
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WO |
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|
Primary Examiner: Corsaro; Nick
Attorney, Agent or Firm: Schwabe Williamson & Wyatt
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATIONS
.[.This application is a continuation-in-part of and claims the
benefit of: U.S. patent application Ser. No. 12/355,776, filed Jan.
17, 2009 now U.S. Pat. No. 8,140,223; which is a
continuation-in-part of Ser. No. 12/171,399, filed Jul. 11, 2008
now U.S. Pat. No. 8,265,826; which is a continuation-in-part of
Ser. No. 10/804,758, filed Mar. 19, 2004, now U.S. Pat. No.
7,400,956 and a continuation-in-part of Ser. No. 10/828,745, filed
Apr. 21, 2004, now abandoned which benefited from U.S. Provisional
Patent Application Ser. No. 60/456,146, filed Mar. 20, 2003 and
Ser. No. 60/464,756, filed Apr. 23, 2003. This application is also
a continuation-in-part of U.S. patent application Ser. No.
12/750,429 filed Mar. 30, 2010 now U.S. Pat. No. 8,214,111; which
is a continuation of U.S. patent application Ser. No. 11/184, 657,
filed Jul. 19, 2005, now U.S. Pat. No. 7,689,354. The contents of
all of the aforementioned applications and patents are incorporated
by reference herein in their entireties..]. .Iadd.The present
application is a reissue application of U.S. Pat. No. 8,634,993,
issued Jan. 21, 2014, entitled: GNSS BASED CONTROL FOR DISPENSING
MATERIAL FROM VEHICLE; which is a continuation-in-part of and
claims the benefit of: U.S. patent application Ser. No. 12/355,776,
filed Jan. 17, 2009 now U.S. Pat. No. 8,140,223; which is a
continuation-in-part of Ser. No. 12/171,399, filed Jul. 11, 2008
now U.S. Pat. No. 8,265,826; which is a continuation-in-part of
Ser. No. 10/804,758, filed Mar. 19, 2004, now U.S. Pat. No.
7,400,956 and a continuation-in-part of Ser. No. 10/828,745, filed
Apr. 21, 2004, now abandoned which benefited from U.S. Provisional
Patent Application Ser. No. 60/456,146, filed Mar. 20, 2003 and
Ser. No. 60/464,756, filed Apr. 23, 2003. This application is also
a continuation-in-part of U.S. patent application Ser. No.
12/750,429 filed Mar. 30, 2010 now U.S. Pat. No. 8,214,111; which
is a continuation of U.S. patent application Ser. No. 11/184,657,
filed Jul. 19, 2005, now U.S. Pat. No. 7,689,354. The contents of
all of the aforementioned applications and patents are incorporated
by reference herein in their entireties. .Iaddend.
Claims
Having thus described the invention, what is claimed as new and
desired to be secured by Letters Patent is:
1. A spray control method for controlling spraying of a material on
a spray zone of a field also including an exclusion zone which is
not to receive said material.[., said spray zone being separated
from said exclusion zone by a spray turn-on boundary when passing
from said exclusion zone to said spray zone and by a spray turn-off
boundary when passing from said spray zone to said exclusion
zone.].; said method employing a spray vehicle including a material
tank .Iadd.storing said material.Iaddend., a pump communicating
with said tank, .[.and a nozzle communicating with said pump, said
pump when activated causing said material to be sprayed from said
nozzle to a spray range from said nozzle and requiring a turn-on
lag time between activation of said pump and said material reaching
said spray range and a turn-off lag time between deactivation of
said pump and cessation of said material being sprayed from said
nozzle, said vehicle having.]. a .[.GNSS.]. receiver .[.mounted
thereon at an offset distance from said nozzle and.]. outputting
position data representing a position .[.of said.]. .Iadd.thereof,
and a controller interfaced between said .Iaddend.receiver.[., said
receiver being interfaced to a controller which is interfaced to.].
.Iadd.and .Iaddend.said pump, said controller selectively
activating said pump and having data representing .[.said turn-on
boundary and said turn-off boundary.]. .Iadd.boundaries of said
spray zone relative to said exclusion zone .Iaddend.stored therein,
.[.and.]. said method comprising .[.the steps of.].: .[.(a).].
moving said vehicle in said exclusion zone toward said .[.turn-on
boundary at a vehicle velocity.]. .Iadd.spray zone.Iaddend.;
.[.(b).]. communicating position data from said receiver to said
controller to track the position of said receiver; .[.(c).].
activating said pump by said controller when said receiver detects
a position of said receiver within said spray zone at .[.a spray
turn-on distance beyond said turn-on boundary equal to the sum of
said offset distance plus said spray range minus the product of
said vehicle velocity times said turn-on lag time.]. .Iadd.which
spray of said material is retained within said spray zone.Iaddend.;
.[.(d).]. moving said vehicle in said spray zone toward said
.[.turn-off boundary.]. .Iadd.exclusion zone.Iaddend.; .[.and.].
.[.(e).]. deactivating said pump by said controller when said
receiver detects a position of said receiver within said exclusion
zone at .[.a.]. .Iadd.which .Iaddend.spray .[.turn-off distance
beyond said turn-off boundary equal to said offset distance minus
the product of said vehicle velocity times said turn-off lag
time.]. .Iadd.of said material within said exclusion zone is
prevented; storing data identifying a spray turn-on boundary
separating said spray zone from said exclusion zone when passing
from said exclusion zone to said spray zone; activating said pump
causing said material to spray to a spray range from a nozzle
communicating with said pump and positioned at an offset distance
from said receiver, a turn-on lag time being required between
activation of said pump and said material reaching said spray
range; moving said vehicle toward said spray turn-on boundary at a
vehicle velocity; and activating said pump by said controller when
said receiver detects a position of said receiver within said spray
zone beyond said spray turn-on boundary equal to the sum of said
offset distance plus said spray range minus the product of said
vehicle velocity times said turn-on lag time.Iaddend..
2. A spray control method as set forth in claim 1 .[.and including
the steps of.]. .Iadd.further comprising.Iaddend.: .[.(a).].
mounting a transverse spray boom on said vehicle; and .[.(b).].
supporting said nozzle and a plurality thereof on said spray boom
in transversely spaced relation and in communication with said
pump.
3. A method as set forth in claim 1 and including a plurality of
spray valves connecting .[.said.]. .Iadd.a plurality of
.Iaddend.nozzles respectively with said pump, said valves being
interfaced to said controller, and .Iadd.said .Iaddend.valves
having a valve turn-on lag time and a valve turn-off lag time which
are stored in said controller, and including .[.the steps of.].:
.[.(a).]. individually controlling each valve to open when said
receiver detects a position of said receiver within said spray zone
at a valve open distance beyond a portion of said turn-on boundary
aligned with the nozzle associated with said valve equal to the sum
of said offset distance plus said spray range minus the product of
said vehicle velocity times said .[.valve open.]. .Iadd.turn-on
.Iaddend.lag time; and .[.(b).]. individually controlling each
valve to close when said receiver detects a position of said
receiver within said exclusion zone at a valve close distance
beyond a portion of said turn-off boundary aligned with the nozzle
associated with said valve equal to said offset distance minus the
product of said vehicle velocity times said .[.valve close.].
.Iadd.turn-off .Iaddend.lag time.
4. A spray control method as set forth in claim 1 wherein:
.[.(a).]. said vehicle includes a tractor and a towed spray
implement hitched to said tractor and having said tank and said
pump mounted thereon.
5. A .[.spray control.]. method for controlling spraying of a
material .Iadd.from a vehicle .Iaddend.on a spray zone of a field
.Iadd.that .Iaddend.also .[.including.]. .Iadd.has .Iaddend.an
exclusion zone which is not to receive said material; .[.said
method employing a spray vehicle including a material tank storing
said material, a pump communicating with said tank, a GNSS receiver
outputting position data representing a position thereof, and a
controller interfaced between said receiver and said pump, said
controller selectively activating said pump and having data
representing boundaries of said spray zone relative to said
exclusion zone stored therein, and.]..Iadd., .Iaddend.said method
comprising .[.the steps of.].: .[.(a) moving said vehicle in said
exclusion zone toward said spray zone; (b) communicating.].
.Iadd.receiving, by a controller, .Iaddend.position data from
.[.said.]. .Iadd.a .Iaddend.receiver to .[.said controller to.].
track .[.the.]. .Iadd.a .Iaddend.position of said receiver;
.[.(c).]. activating .[.said.]. .Iadd.a .Iaddend.pump by said
controller when .[.said receiver detects a.]. .Iadd.the
.Iaddend.position of said receiver .Iadd.is detected
.Iaddend.within said spray zone at which spray of said material is
retained within said spray zone; .[.(d) moving.]. .Iadd.detecting
movement of .Iaddend.said vehicle in said spray zone toward said
exclusion zone; .[.(e).]. deactivating said pump by said controller
when .[.said receiver detects a.]. .Iadd.the .Iaddend.position of
said receiver .Iadd.is .Iaddend.within said exclusion zone at which
spray of said material within said exclusion zone is prevented;
.[.(f).]. .Iadd.storing data identifying a turn-on boundary
.Iaddend.separating said spray zone from said exclusion zone .[.by
a spray turn-on boundary.]. when passing from said exclusion zone
to said spray zone; .[.(g).]. activating said pump causing said
material to spray to a spray range from a nozzle communicating with
said pump and positioned at an offset distance from said
receiver.[.,.]..Iadd.; storing a measurement of .Iaddend.a turn-on
lag time .[.being required.]. between activation of said pump and
said material reaching said spray range; .[.(h) moving.].
.Iadd.detecting movement of .Iaddend.said vehicle toward said
turn-on boundary at a vehicle velocity; and .[.(i).]. activating
said pump .[.by.]. .Iadd.when .Iaddend.said controller .[.when said
receiver.]. detects a position of said receiver within said spray
zone beyond said turn-on boundary .Iadd.substantially
.Iaddend.equal to .[.the.]. .Iadd.a .Iaddend.sum of said offset
distance plus said spray range minus .[.the.]. .Iadd.a
.Iaddend.product of said vehicle velocity times said turn-on lag
time.
6. A method as set forth in claim 5 .[.wherein said spray zone is
separated from said exclusion zone by a spray turn-on boundary when
passing from said exclusion zone to said spray zone, and said
method includes the steps of.]. .Iadd.further comprising.Iaddend.:
.[.(a) moving.]. .Iadd.detecting .Iaddend.said vehicle .Iadd.moving
.Iaddend.toward said turn-on boundary; and .[.(b).]. activating
said pump .[.by.]. .Iadd.when .Iaddend.said controller .[.when said
receiver.]. detects a position of said receiver within said spray
zone .Iadd.is .Iaddend.beyond said turn-on boundary at which spray
of said material is retained within said spray zone.
7. A method as set forth in claim 5 .[.wherein said spray zone is
separated from said exclusion zone by a spray turn-off boundary
when passing from said spray zone to said exclusion zone, and said
method includes the steps of.]. .Iadd.further comprising.Iaddend.:
.[.(a) moving.]. .Iadd.detecting movement of .Iaddend.said vehicle
in said spray zone toward .[.said.]. .Iadd.a .Iaddend.turn-off
boundary .Iadd.separating the spray zone from the exclusion
zone.Iaddend.; and .[.(b).]. deactivating said pump .[.by.].
.Iadd.when .Iaddend.said controller .[.when said receiver.].
detects a position of said receiver within said exclusion zone
beyond said turn-off boundary at which spray of said material
within said exclusion zone is prevented.
8. A method as set forth in claim 5 .[.and including the steps
of.]. .Iadd.further comprising.Iaddend.: .[.(a).]. mounting a
transverse spray boom on said vehicle; and .[.(b).]. supporting
said nozzle and a plurality thereof on said spray boom in
transversely spaced relation and in communication with said
pump.
9. A method as set forth in claim 8 and including a plurality of
spray valves connecting said nozzles respectively with said pump,
said valves being interfaced to said controller, .[.and including
the steps of.]. .Iadd.further comprising.Iaddend.: .[.(a).].
individually controlling each valve to open when said
.[.receiver.]. .Iadd.controller .Iaddend.detects a position of said
vehicle within said spray zone at which spray of said material from
the nozzle associated with said valve is retained within said spray
zone; and .[.(b).]. individually controlling each valve to close
when said .[.receiver.]. .Iadd.controller .Iaddend.detects a
position of said receiver within said exclusion zone at which spray
of said material within said exclusion zone from the nozzle
associated with said valve is prevented.
10. A method as set forth in claim 5 wherein: .[.(a).]. said
vehicle includes a tractor and a towed spray implement hitched to
said tractor and having .[.said.]. .Iadd.a .Iaddend.tank and said
pump mounted thereon.
11. A spray control method for controlling spraying of a material
on a spray zone of a field also including an exclusion zone which
is not to receive said material; said method employing a spray
vehicle including a material tank storing said material, a pump
communicating with said tank, a GNSS receiver outputting position
data representing a position thereof, and a controller interfaced
between said receiver and said pump, said controller selectively
activating said pump and having data representing boundaries of
said spray zone relative to said exclusion zone stored therein, and
said method comprising .[.the steps of.].: .[.(a).]. moving said
vehicle in said exclusion zone toward said spray zone; .[.(b).].
communicating position data from said receiver to said controller
to track the position of said receiver; .[.(c).]. activating said
pump by said controller when said receiver detects a position of
said receiver within said spray zone at which spray of said
material is retained within said spray zone; .[.(d).]. moving said
vehicle in said spray zone toward said exclusion zone; .[.(e).].
deactivating said pump by said controller when said receiver
detects a position of said receiver within said exclusion zone at
which spray of said material within said exclusion zone is
prevented; .[.(f).]. .Iadd.storing data in the controller
identifying a turn-off boundary .Iaddend.separating said spray zone
from said exclusion zone .[.by a spray turn-off boundary.]. when
passing from said spray zone to said exclusion zone; .[.(g) said
vehicle including a nozzle positioned.]. .Iadd.storing data in the
controller identifying .Iaddend.an offset distance .Iadd.of a
nozzel .Iaddend.from said receiver .[.and communicating with said
pump.].; .[.(h).]. .Iadd.storing data in the controller identifying
.Iaddend.a turn-off lag time elapsing between deactivation of said
pump and cessation of material being sprayed from said nozzle;
.[.(i) moving.]. .Iadd.monitoring .Iaddend.said vehicle
.Iadd.moving .Iaddend.in said spray zone toward said turn-off
boundary at a vehicle velocity; and .[.(j).]. deactivating said
pump by said controller when .[.said receiver detects.]. a position
of said receiver within said exclusion zone beyond said turn-off
boundary .Iadd.is at least .Iaddend.equal to said offset distance
minus the product of said vehicle velocity times said turn-off lag
time.
12. A spray control method for controlling spraying of a material
on a spray zone of a field also including an exclusion zone which
is not to receive said material, said spray zone being separated
from said exclusion zone by a .[.spray.]. turn-on boundary when
passing from said exclusion zone to said spray zone and by a
.[.spray.]. turn-off boundary when passing from said spray zone to
said exclusion zone; said method employing a spray vehicle
including a material tank storing said material, a pump
communicating with said tank, a GNSS receiver outputting position
data representing a position thereof, and a controller interfaced
between said receiver and said pump, said controller selectively
activating said pump and having data representing said turn-on
boundary and said turn-off boundary stored therein, and said method
comprising .[.the steps of.].: .[.(a).]. moving said vehicle in
said exclusion zone toward said turn-on boundary; .[.(b).].
communicating position data from said receiver to said controller
to track the position of said receiver; .[.(c).]. activating said
pump by said controller when said receiver detects a position of
said receiver within said spray zone beyond said turn-on boundary
at which spray of said material is retained within said spray zone;
.[.(d).]. moving said vehicle in said spray zone toward said
turn-off boundary; .[.(e).]. deactivating said pump by said
controller when said receiver detects a position of said receiver
within said exclusion zone beyond said turn-off boundary at which
spray of said material within said exclusion zone is prevented;
.[.(f) said vehicle including a nozzle positioned.]. .Iadd.storing
data identifying .Iaddend.an offset distance .Iadd.of a nozzle
.Iaddend.from said receiver .[.and.]..Iadd., said nozzle
.Iaddend.communicating with said pump; .[.(g).]. .Iadd.storing data
identifying .Iaddend.a turn-off lag time elapsing between
deactivation of said pump and cessation of material being sprayed
from said nozzle; .[.(h).]. moving said vehicle in said spray zone
toward said turn-off boundary at a vehicle velocity; and .[.(i).].
deactivating said pump by said controller when said receiver
detects a position of said receiver within said exclusion zone
beyond said turn-off boundary equal to said offset distance minus
the product of said vehicle velocity times said turn-off lag
time.
13. A method as set forth in claim 12 wherein .[.said spray zone is
separated from said exclusion zone by a spray turn-on boundary when
passing from said exclusion zone to said spray zone,.]. activation
of said pump causes said material to spray to a spray range from
.[.a.]. .Iadd.said .Iaddend.nozzle .[.communicating with said pump
and positioned at an offset distance from said receiver,.]. and a
turn-on lag time is required between activation of said pump and
said material reaching said spray range, and said method
.[.includes the steps of.]. .Iadd.further comprising.Iaddend.:
.[.(a).]. moving said vehicle toward said turn-on boundary at a
vehicle velocity; and .[.(b).]. activating said pump by said
controller when said .[.receiver.]. .Iadd.controller
.Iaddend.detects a position of said receiver within said spray zone
beyond said turn-on boundary equal to the sum of said offset
distance plus said spray range minus the product of said vehicle
velocity times said turn-on lag time.
14. A method as set forth in claim 12 .[.and including the steps
of.]. .Iadd.further comprising.Iaddend.: .[.(a).]. mounting a
transverse spray boom on said vehicle; and .[.(b).]. supporting a
plurality of said nozzles on said spray boom in transversely spaced
relation and in communication with said pump.
15. A method as set forth in claim 14 and including a plurality of
spray valves connecting said nozzles respectively with said pump,
said valves being interfaced to said controller, .[.and including
the steps of.]. .Iadd.further comprising.Iaddend.: .[.(a).].
individually controlling each valve to open when said receiver
detects a position of said receiver within said spray zone beyond
said turn-on boundary at which spray of said material from the
nozzle associated with said valve is retained within said spray
zone; and .[.(b).]. individually controlling each valve to close
when said receiver detects a position of said receiver within said
exclusion zone beyond said turn-off boundary at which spray of said
material within said exclusion zone from the nozzle associated with
said valve is prevented.
16. A method as set forth in claim 12 wherein: .[.(a).]. said
vehicle includes a tractor and a towed spray implement hitched to
said tractor and having said tank and said pump mounted
thereon.
.Iadd.17. A control system for controlling spraying of a material
from a vehicle or from an implement hitched to the vehicle, the
vehicle or implement including a tank storing the material, a pump
communicating with the tank, and a receiver outputting position
data, the control system comprising: a processor; and memory
storing one or more stored sequences of instructions which, when
executed by the processor, cause the processor to: activate the
pump to cause the material to spray to a spray range distance from
a nozzle communicating with the pump; store data identifying a
spray zone for a field which is to receive the material; store data
identifying an exclusion zone for the field which is not to receive
the material; store data identifying a turn-on lag time between
activation of the pump and said material reaching the spray range;
store data identifying a turn-off lag time between deactivation of
the pump and termination of emission of the material from the
nozzle; store data identifying an offset distance between the
receiver and the nozzle; monitor a vehicle velocity; identify the
vehicle entering the spray zone; and activate the pump when a
position of the receiver in the spray zone is at least equal to a
sum of the offset distance plus the spray range distance minus a
product of the vehicle velocity times the turn-on lag time.
.Iaddend.
.Iadd.18. The control system according to claim 17, including:
identifying the vehicle leaving the spray zone and entering the
exclusion zone; deactivating the pump when a location of the
receiver in the exclusion zone is at least equal to the offset
distance minus a product of the vehicle velocity times the turn-off
lag time. .Iaddend.
.Iadd.19. The control system according to claim 17, wherein the
nozzle is located on a transverse spray boom. .Iaddend.
.Iadd.20. A control system according to claim 19 wherein the spray
boom is attached to the vehicle through an articulated joint.
.Iaddend.
.Iadd.21. A control system according to claim 17, wherein the
receiver is at least one of an inertial navigation system, an
attitude heading reference system, or a global navigation satellite
system (GNSS) receiver. .Iaddend.
.Iadd.22. A control system according to claim 17, wherein the
receiver uses one or more antennas. .Iaddend.
Description
BACKGROUND OF THE INVENTION
Movable machinery, such as agricultural equipment, open-pit mining
machines, airplane crop dusters, and the like all benefit from
accurate global navigation satellite system (GNSS) high precision
survey products, and others. However, in existing satellite
positioning systems (SATPS) for guided parallel and contour
swathing for precision farming, mining, and the like, the actual
curvature of terrain may not be taken into account. This results in
a less than precise production because of the less than precise
parallel or contour swathing. Indeed, in order to provide swaths
through a field (in farming, for example), the guidance system
collects positions of the vehicle as it moves across the field.
When the vehicle commences the next pass through the field, the
guidance system offsets the collected positions for the previous
pass by the width of the equipment (i.e. swath width). The next set
of swath positions is used to provide guidance to the operator as
he or she drives the vehicle through the field.
The current vehicle location, as compared to the desired swath
location, is provided to the vehicle's operator or to a vehicle's
steering system. The SATPS provides the 3-D location of signal
reception (for instance, the 3-D location of the antenna). If only
3-D coordinates are collected, the next swath computations assume a
flat terrain offset. However, the position of interest is often not
the same as where the satellite receiver (SR) is located since the
SR is placed in the location for good signal reception, for
example, for a tractor towing an implement, an optimal location for
the SR may be on top of the cab. However, the position of interest
(POI) for providing guidance to the tractor operator may be the
position on the ground below the operator. If the tractor is on
flat terrain, determining this POI is a simple adjustment to
account for the antenna height.
However, if the tractor is on an inclined terrain with a variable
tilt, which is often the case, the SATPS alone cannot determine the
terrain tilt so the POI also cannot be determined. This results in
a guidance error because the POI is approximated by the point of
reception (POR), and this approximation worsens as the terrain
inclination increases. This results in cross track position
excursions relative to the vehicle ground track which would
contaminate any attempt to guide to a defined field line or swath.
On inclined terrain, this error can be minimized by collecting the
vehicle tilt configuration along each current pass or the previous
pass. The swath offset thus becomes a vector taking the terrain
inclination into account with the assumption that from the first
swath to the next one the terrain inclination does not change too
much. It can therefore be seen that there is a need for a better
navigation/guidance system for use with a ground-based vehicle that
measures and takes into account vehicle tilt.
Various navigation systems for ground-based vehicles have been
employed but each includes particular disadvantages. Systems using
Doppler radar will encounter errors with the radar and latency.
Similarly, gyroscopes, which may provide heading, roll, or pitch
measurements, may be deployed as part of an inertial navigation
package, but tend to encounter drift errors and biases and still
require some external attitude measurements for gyroscope
initialization and drift compensation. Gyroscopes have good
short-term characteristics but undesirable long-term
characteristics, especially those gyroscopes of lower cost such as
those based on a vibrating resonator. Similarly, inertial systems
employing gyroscopes and accelerometers have good short-term
characteristics but also suffer from drift. Various systems include
navigating utilizing GNSS; however, these systems also exhibit
disadvantages. Existing GNSS position computations may include lag
times, which may be especially troublesome when, for example, GNSS
velocity is used to derive vehicle heading. As a result, the
position (or heading) solution provided by a GNSS receiver tells a
user where the vehicle was a moment ago, but not in real time.
Existing GNSS systems do not provide high quality heading
information at slower vehicle speeds. Therefore, what is needed is
a low cost sensor system to facilitate vehicle swath navigation
that makes use of the desirable behavior of both GNSS and inertial
units while eliminating or reducing non-desirable behavior.
Specifically, what is needed is a means to employ low-cost
gyroscopes (e.g., micro electromechanical (MEM) gyroscopes) which
exhibit very good short-term low noise and high accuracy while
removing their inherent long-term drift.
Providing multiple antennas on a vehicle can provide additional
benefits by determining an attitude of the vehicle from the GNSS
ranging signals received by its antennas, which are constrained on
the vehicle at a predetermined spacing. For example, high dynamic
roll compensation signals can be output directly to the vehicle
steering using GNSS-derived attitude information. Components such
as gyroscopes and accelerometers can be eliminated using such
techniques. Real-time kinematic (RTK) navigation can be
accomplished using relatively economical single frequency L1-only
receivers with inputs from at least two antennas mounted in fixed
relation on a rover vehicle. Still further, moving baselines can be
provided for positioning solutions involving tractors and
implements and multi-vehicle GNSS control can be provided.
Providing additional antennas in combination with standard SATPS
and GNSS guidance, as mentioned above, along with optional
gyroscopes is a great method to increase GNSS positioning precision
and accuracy, such as is described in U.S. Patent Publication No.
2009/0164067 which is assigned to a common assignee and is
incorporated herein. However, accuracy and precision can only
improve the efficiency of working vehicles, such as those in the
agricultural field, to a limited extent. Although such systems are
able to track and guide vehicles in three dimensions, including
along ridges and sloped-regions, errors may appear in other aspects
of a working vehicle. For example, in an agricultural field-working
situation where a tractor is towing an implement, the implement may
slide on a sloped-region, or the tractor may list to one side or
another when entering softer soil or rocky areas. This can happen
repeatedly when a vehicle is guided around the same field,
regardless of the precision of the guidance system in pre-planning
a path. Thus, a system that can detect such changes in uniformity
of a field as the vehicle traverses a path and remember those
changes can predict and re-route a more accurate and more
economical path than a guidance system alone. Heretofore there has
not been available a system and method with the advantages and
features of the present invention.
Conventional agricultural spraying operations are carried out over
an entire field, everywhere the crop is planted. In contrast,
environmental spraying allows the spraying of certain materials
which require restrictions in the area of deposition due to
potential toxicity or strength. The restrictions can include the
distance from waterways and slope of the ground which can affect
run-off and concentrations of deposits.
Drilling waste water is one such restricted application. Typically,
large tanker trucks are used to disperse waste water from oil, gas,
and water drilling operations. This water is mixed with specialized
drilling mud with a large bentonite clay concentration along with
stabilizing agents to cool the drill bit, to extract drill
cuttings, and to maintain the hydrostatic pressure to seal and
stabilize the well. The waste water is not particularly toxic and
can act as a source of soil nutrients. However, if it is dumped
into a surface water shed in large quantities and concentrations,
it can have a detrimental effect on local fish populations.
Environmental agencies now restrict dumping close to water
channels. Current recycling methods involve preplanning of areas in
open fields or spray zones that can be sprayed so that minimal
run-off occurs, plus additional areas or exclusion zones that are
not to be sprayed.
When a tanker truck turns on the spray, the area of deposition
starts well behind the nozzles, depending on the speed and "windup"
time of the spray machinery and plumbing. When the spray is turned
off, the fluid continues to exit the nozzles for a certain amount
of time. Even with a visually marked boundary of the spray zone, it
is difficult for a tanker truck driver to accurately turn the spray
on and off to fully cover the spray zone and to prevent some spray
from getting in the exclusion zone.
SUMMARY OF THE INVENTION
Disclosed herein in an exemplary embodiment is a sensor system for
vehicle steering control comprising: a plurality of global
navigation satellite systems (GNSS) including receivers and
antennas at a fixed spacing to determine a vehicle position,
velocity and at least one of a heading angle, a pitch angle, and a
roll angle based on carrier phase corrected real time kinematic
(RTK) position differences. The roll angle facilitates correction
of the lateral motion induced position errors resultant from motion
of the antennas as the vehicle moves based on an offset to ground
and the roll angle. The system also includes a control system
configured to receive the vehicle position, heading, and at least
one of roll, pitch and yaw, and configured to generate a steering
command to a vehicle steering system.
Also disclosed herein in another exemplary embodiment is a method
for computing a position of a vehicle comprising: initializing
GNSS; computing a first position of a first GNSS antenna on the
vehicle; computing a second position of a second GNSS antenna; and
calculating a heading as a vector perpendicular to a vector joining
the first position and the second position, in a horizontal plane
aligned with the vehicle. The method also includes computing a roll
angle of the vehicle as an arc-tangent of a ratio of differences in
heights of the first GNSS antenna and the second GNSS antenna
divided by a spacing between their respective phase centers and
calculating an actual position at the center of the vehicle
projected to the ground using the computed roll angle and a known
height from the ground of at least one of the first GNSS antenna
and the second GNSS antenna.
Further disclosed herein in yet another exemplary embodiment is a
method of controlling a vehicle comprising: computing a position
and a heading for the vehicle; computing a steering control command
based on a proportionality factor multiplied by a difference in a
desired position versus an actual position, plus a second
proportionality factor multiplied by a difference in a desired
heading versus an actual heading, the second proportionality factor
ensuring that, when the vehicle attains the desired position, the
vehicle is also directed to the desired heading, and thereby
avoiding crossing a desired track. The method also includes a
recursive adaptive algorithm employed to characterize the vehicle
response and selected dynamic characteristics.
The method further includes applying selected control values to a
vehicle steering control mechanism and measuring responses of the
vehicle thereto; calculating response times and characteristics for
the vehicle based on the responses; and calibrating the control
commands by applying a modified control command based on the
responses to achieve a desired response. Various alternative
aspects and applications of the present invention are disclosed
herein.
Additional alternative aspects include selective sprayer nozzle
control, high dynamic roll compensation using GNSS attitude
solutions from multiple antennas, moving baseline implement
positioning and multiple vehicle control.
An additional exemplary embodiment is a sensor system for vehicle
guidance using one or more global navigation satellite systems
(GNSSs) according to the above-mentioned embodiments, in
combination with a plurality of various sensors located throughout
a vehicle and a towed implement. These sensors detect additional
parameters from those calculated by the GNSS positioning system,
such as vehicle and implement stress levels, fuel levels, power
levels, optical guide path observations via an onboard camera,
multi-section (articulated) implement position and attitude sensing
via multiple antennas and other characteristics of the working
vehicle. The combination of the two systems results in a much more
accurate and economical preplanned path generated for use in later
field work.
An additional embodiment of the present invention provides for
precision control of spraying, particularly environmental spraying
operations in which spraying of certain materials is only allowed
in designated areas. In general, a spray vehicle includes a tanker
truck with a spray boom having a plurality of transversely spaced
nozzles, a tank holding a quantity of the material to be sprayed, a
pump communicating with the tank and the nozzles, a GNSS receiver
tracking its own position, and a controller interfaced with the
GNSS receiver and the pump. The spray vehicle can also be a tractor
towing a sprayer implement which is hitched to the tractor. The
material tank, pump, and spray boom can be mounted on the sprayer
implement.
Areas to be sprayed are designated as spray zones while areas not
to be sprayed are designated as exclusion zones. The spray zones
and exclusion zones are separated by linear boundaries, which are
surveyed, and coordinates of the boundaries are stored in the
controller. The controller is a computer having data storage, data
inputs and outputs, and controlled outputs connected to suitable
drivers and/or relays to control particular processes or actions.
When the spray vehicle is within an exclusion zone and approaching
a spray zone, the boundary is termed a spray turn-on boundary. When
the spray vehicle is within a spray zone and approaching an
exclusion zone, the boundary is termed a spray turn-off boundary.
In general, the controller is programmed to control activation of
the pump in relation to positions detected by the GNSS receiver to
retain the spray of the material within spray zones and to prevent
spray of the material within the exclusion zones.
The spray boom is mounted at an offset distance from the GNSS
receiver in the direction of vehicle travel. The pump in
cooperation with the nozzles and plumbing therebetween have
operational characteristics such that a spray turn-on lag time is
required for the spray to reach a maximum spray range distance from
the nozzles after the pump is activated. Similarly, a spray
turn-off lag time is required between the deactivation of the pump
and cessation of material being sprayed from the nozzles. The
nozzle/receiver offset distance, the spray range distance, the
spray turn-on lag time, and the spray turn-off lag time are all
stored in the controller.
In an embodiment of a spray control method, when the spray vehicle
is moving in an exclusion zone toward a turn-on boundary at a
particular vehicle velocity, the controller causes activation of
the pump when the GNSS receiver detects its position within a spray
zone beyond the turn-on boundary equal to the sum of the
nozzle/receiver offset distance plus the spray range minus the
product of the vehicle velocity times the turn-on lag time. The
pump remains activated to cause the material to be sprayed from the
nozzles as the spray vehicle approaches an exclusion zone. The
controller causes deactivation of the pump when the GNSS receiver
detects its position within the exclusion zone beyond the turn-off
boundary equal to the nozzle/receiver offset distance minus the
product of the vehicle velocity times the turn-off lag time.
It is foreseen that the spray vehicle will not always be
approaching a straight-line boundary or a boundary which is
perpendicular to the direction of its travel. In an alternative
embodiment of the spray control method, the nozzles are controlled
individually by corresponding spray valves interfaced to the
controller. The valves are opened and closed by the controller
based, on the position of the GNSS receiver relative to a portion
of an approached zone boundary which is aligned with a particular
nozzle and its spray pattern in the direction of travel of the
spray vehicle. Generally, when the spray vehicle is approaching a
turn-on boundary, each valve is controlled to open when the GNSS
receiver detects a position of the vehicle within the spray zone at
which the spray of material from the nozzle associated with that
valve is retained within the spray zone. Similarly, when the spray
vehicle is approaching a turn-off boundary, each valve is
controlled to close when the GNSS receiver detects a position of
the vehicle within the exclusion zone at which the spray of
material from that valve within the exclusion zone is
prevented.
More particularly, an interval of time is required between the
opening of a spray valve and the material reaching the spray range
of the associated nozzle, which is referred to as a valve open lag
time. Similarly, there is a valve close lag time required between
the closing of a valve and the complete cessation of spray material
exiting the nozzle. The valve open and close lag times may be
different respectively from the spray turn-on and turn-off lag
times described above. In environmental spraying, the principal
criteria used in selecting valve open and close lag times is
avoidance of spraying material on exclusion zones. The valve open
and close lag times are entered into the controller.
When the spray vehicle is approaching a turn-on boundary, each
spray valve is controlled to open when the GNSS receiver detects a
position of the receiver within the spray zone at a valve open
distance beyond a portion of the turn-on boundary aligned with the
nozzle associated with that valve equal to the sum of
nozzle/receiver offset distance plus the spray range minus the
product of the spray vehicle velocity times the valve open lag
time. Similarly, when the spray vehicle is approaching a turn-off
boundary, each valve is closed when the GNSS receiver detects a
position of the receiver within the exclusion zone at a valve close
distance equal to the nozzle/receiver offset distance minus the
product of the vehicle velocity times the valve close lag time.
Various objects and advantages of the present invention will become
apparent from the following description taken in conjunction with
the accompanying drawings wherein are set forth, by way of
illustration and example, certain embodiments of this
invention.
The drawings constitute a part of this specification, include
exemplary embodiments of the present invention, and illustrate
various objects and features thereof.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a diagrammatic perspective view of a vehicle including an
exemplary embodiment incorporating aspects of the present
invention.
FIG. 2 is a block diagram of components mounted on the vehicle
including an exemplary embodiment of a sensor system.
FIG. 3 is a block diagram of a sensor system in accordance with an
exemplary embodiment.
FIG. 4 is a diagrammatic perspective view of an illustrative sensor
system in accordance with an exemplary embodiment.
FIG. 5 is a flow diagram of an exemplary process for determining a
steering command for a vehicle in accordance with an exemplary
embodiment.
FIG. 6 is a flow diagram of an exemplary process for determining a
steering command with an exemplary sensor system in accordance with
an alternative embodiment.
FIGS. 7A-7C are diagrammatic perspective views depicting a
multi-axis antenna and gyroscope system embodying an aspect of the
present invention and including two antennas connected by a rigid
link and yaw and roll gyroscopes and illustrating a determination
of yaw attitude in FIG. 7B and roll attitude in FIG. 7C.
FIG. 8 is a diagrammatic end view of an agricultural vehicle and
illustrates a tilt (roll) angle and cross track error measuring
application of the invention.
FIG. 9 is a diagrammatic plan view of a tractor and towed implement
and depicts an alternative aspect of the system with antenna and
gyroscope subsystems mounted on both the tractor and the implement,
e.g. a sprayer with selectively controllable spray nozzles.
FIG. 10 is a block diagram illustrating components the system shown
in FIG. 9.
FIG. 11 is a diagrammatic perspective view which depicts a high
dynamic roll compensation GNSS guidance system comprising an
alternative aspect of the present invention.
FIG. 12 a block diagram illustrating components of the system shown
in FIG. 11.
FIG. 13 is a diagrammatic perspective view of a tractor and
implement and depicts an alternative aspect of the present
invention comprising a moving baseline GNSS system with the tractor
and the implement each mounting a respective antenna for a 1+1
antenna configuration.
FIG. 14 is an enlarged fragmentary perspective view of the system
shown in FIG. 13, particularly showing implement yaw and pitch
movements in connection with the moving antenna-to-antenna
baseline.
FIG. 15 is a view similar to FIG. 13 and depicts an alternative
moving baseline aspect of the invention in a 2+1 antenna
configuration.
FIG. 16 is a view similar to FIG. 13 and depicts another
alternative moving baseline aspect of the invention in a 2+2
antenna configuration.
FIG. 17 is a diagrammatic plan view of a tractor and implement and
depicts the 2+1 moving baseline system in a contour mode of
operation with a multi-position tail.
FIG. 18 a block diagram illustrating components of the moving
baseline system(s).
FIG. 19 is a diagrammatic plan view and depicts a multi-vehicle
GNSS relative guidance system including primary and secondary
rovers.
FIG. 20 is a block diagram and illustrates components of the system
shown in FIG. 19.
FIG. 21 is a diagrammatic perspective view of a tractor and
implement equipped with a GNSS-based control system comprising
another alternative embodiment of the present invention, and also
depicts X, Y and Z axes corresponding to roll, pitch and yaw
rotation respectively of the tractor.
FIG. 22 is a diagrammatic perspective view of a tractor and
implement in combination with a block diagram illustrating
components of the control system of FIG. 21.
FIG. 23A is a diagrammatic perspective view showing relative
locations of a tractor-mounted antenna and two implement-mounted
antennas thereof, with the implement directly in line behind the
tractor.
FIG. 23B is a view similar to FIG. 23A showing the relative
locations of the antennas with the implement swung to the left
behind the tractor.
FIG. 23C is a right side elevational view of the antennas shown in
FIGS. 23A and 23B and depicts the relative locations of the tractor
antenna and an implement antenna.
FIG. 24 is a block diagram of the guidance system of FIGS.
23A-23C.
FIG. 25 flow diagram illustrating the flow of data among the
various vehicle control system components of the system of FIG.
24.
FIG. 26 is a diagrammatic plan view and depicts the system
controlling a tractor towing an implement in a cultivated
field.
FIG. 27 is a flow diagram of a method of the present invention.
FIG. 28 is a diagrammatic perspective view of a guidance system on
an agricultural vehicle comprising another alternative aspect of
the present invention.
FIG. 29 is a plan view of another alternative embodiment or aspect
of the present invention comprising a GNSS-based control for
dispensing material from vehicles.
FIGS. 29a-c are diagrammatic plan views thereof illustrating the
application of a material to selected areas and preventing
application of the material to other areas.
FIG. 30 is a diagrammatic plan view of an embodiment or aspect of
an environmental sprayer vehicle including a tractor and a towed
spray implement.
DETAILED DESCRIPTION OF THE PREFERRED ASPECTS
As required, detailed embodiments of the present invention are
disclosed herein; however, it is to be understood that the
disclosed embodiments are merely exemplary of the invention, which
may be embodied in various forms. Therefore, specific structural
and functional details disclosed herein are not to be interpreted
as limiting, but merely as a basis for the claims and as a
representative basis for teaching one skilled in the art to
variously employ the present invention in virtually any
appropriately detailed structure.
I. GNSS Introduction
Global navigation satellite systems (GNSS) are broadly defined to
include GPS (U.S.), Galileo (proposed), GLONASS (Russia),
Beidou/Compass (China, proposed), IRNSS (India, proposed), QZSS
(Japan, proposed) and other current and future positioning
technology using signals from satellites, with or without
augmentation from terrestrial sources. Inertial navigation systems
(INS) include gyroscopic (gyro) sensors, accelerometers and similar
technologies for providing output corresponding to the inertia of
moving components in all axes, i.e. through six degrees of freedom
(positive and negative directions along transverse X, longitudinal
Y and vertical Z axes). Yaw, pitch and roll refer to moving
component rotation about the Z, X and Y axes respectively. Said
terminology will include the words specifically mentioned,
derivatives thereof and words of similar meaning.
Disclosed herein in an exemplary embodiment is a sensor system for
vehicle guidance. The sensor system utilizes a plurality of GNSS
carrier phase differenced antennas to derive attitude information,
herein referred to as a GNSS attitude system. Moreover, the GNSS
attitude system may optionally be combined with one or more rate
gyro(s) used to measure turn, roll or pitch rates and to further
calibrate bias and scale factor errors within these gyros. In an
exemplary embodiment, the rate gyros and GNSS receiver/antenna are
integrated together within the same unit, to provide multiple
mechanisms to characterize a vehicle's motion and position to make
a robust vehicle steering control mechanism.
It is known in the art that by using a GNSS satellite's carrier
phase, and possibly carrier phases from other satellites, such as
WAAS satellites, a position may readily be determined to within
millimeters. When accomplished with two antennas at a fixed
spacing, an angular rotation may be computed using the position
differences. In an exemplary embodiment, two antennas placed in the
horizontal plane may be employed to compute a heading (rotation
about a vertical Z axis) from a position displacement. It will be
appreciated that an exemplary embodiment may be utilized to compute
not only heading, but either roll (rotation about a longitudinal Y
axis) or pitch (rotation about a lateral X axis) depending on the
orientation of the antennas relative to the vehicle. Heading
information, combined with position, either differentially
corrected (DGPS or DGNSS) or carrier phase corrected real time
kinematic (RTK) provides the feedback information desired for a
proper control of the vehicle direction. Addition of one or more
rate gyros further provides independent measurements of the
vehicle's dynamics and facilitates vehicle steering control. The
combination of GNSS attitude obtained from multiple antennas with
gyroscopes facilitates calibration of gyroscope scale factor and
bias errors which are present in low cost gyroscopes. When these
errors are removed, gyro rates are more accurate and provide better
inputs for guidance and control. Furthermore, gyroscopes can now
effectively be integrated to obtain roll, pitch and heading angles
with occasional adjustment from the GNSS-derived attitude.
Existing systems for vehicle guidance may employ separate gyros,
and separate GNSS positioning or attitude systems. However, such
systems do not provide an integrated heading sensor based on GNSS
as disclosed herein. Moreover, separate systems exhibit the
limitations of their respective technologies as mentioned earlier.
The exemplary embodiments as described herein eliminate the
requirements of existing systems for other means to correct for
vehicle roll. Moreover, an implementation of an exemplary
embodiment also provides a relatively precise means of calculating
heading and heading rate of change (turn rate), in both the
sort-term and the long-term.
Another benefit achieved by incorporating a GNSS-based heading
sensor is the elimination or reduction of drift and biases
resultant from a gyro-only or other inertial sensor approach. Yet
another advantage is that heading may be computed while the vehicle
is stopped or moving slowly, which is not possible in a
single-antenna GNSS based approach that requires a vehicle velocity
vector to derive heading. This can be very important in
applications where a vehicle has to turn slowly to align with
another path. During these slow turns the gyro can drift away, but
by adding the use of a dual antenna GNSS solution the orientation
of the gyro can be continuously corrected. This also permits
immediate operation of a slow moving vehicle after being at rest,
rather than requiring an initialization from motion. Yet another
advantage of an exemplary embodiment is that a combination of the
aforementioned sensors provides sufficient information for a
feedback control system to be developed, which is standalone and
independent of a vehicle's sensors or additional external sensors.
Thus, such a system is readily maintained as vehicle-independent
and may be moved from one vehicle to another with minimal effort.
Yet another exemplary embodiment of the sensor employs global
navigation satellite system (GNSS) sensors and measurements to
provide accurate, reliable positioning information. GNSS sensors
include, but are not limited to GNSS, Global Navigation System
(GLONAS), Wide Area Augmentation System (WAAS), and the like, as
well as combinations including at least one of the foregoing.
An example of a GNSS is the Global Positioning System (GPS)
established by the United States government that employs a
constellation of 24 or more satellites in well-defined orbits at an
altitude of approximately 26,500 km. These satellites continually
transmit microwave L-band radio signals in two frequency bands,
centered at 1575.42 MHz and 1227.6 MHz, denoted as L1 and L2
respectively. These signals include timing patterns relative to the
satellite's onboard precision clock (which is kept synchronized by
a ground station) as well as a navigation message giving the
precise orbital positions of the satellites, an ionosphere model
and other useful information. GNSS receivers process the radio
signals, computing ranges to the GNSS satellites, and by
triangulating these ranges, the GNSS receiver determines its
position and its internal clock error.
In standalone GNSS systems that determine a receiver's antenna
position coordinates without reference to a nearby reference
receiver, the process of position determination is subject to
errors from a number of sources. These include errors in the GNSS
satellite's clock reference, the location of the orbiting
satellite, ionosphere induced propagation delay errors, and
troposphere refraction errors.
To overcome the errors of the standalone GNSS system, many
positioning applications have made use of data from multiple GNSS
receivers. Typically, in such applications, a reference receiver,
located at a reference site having known coordinates, receives the
GNSS satellite signals simultaneously with the receipt of signals
by a remote receiver. Depending on the separation distance between
the two GNSS receivers, many of the errors mentioned above will
affect the satellite signals equally for the two receivers. By
taking the difference between signals received both at the
reference site and the remote location, the errors are effectively
eliminated. This facilitates an accurate determination of the
remote receiver's coordinates relative to the reference receiver's
coordinates.
The technique of differencing signals from two or more GNSS
receivers to improve accuracy is known as differential GNSS (DGNSS
or DGPS). Differential GNSS is well known and exhibits many forms.
In all forms of DGNSS, the positions obtained by the end user's
remote receiver are relative to the position(s) of the reference
receiver(s). GNSS applications have been improved and enhanced by
employing a broader array of satellites such as GNSS and WAAS. For
example, see commonly assigned U.S. Pat. No. 6,469,663 B1 to
Whitehead et al. titled Method and System for GNSS and WAAS Carrier
Phase Measurements for Relative Positioning, dated Oct. 22, 2002,
the disclosures of which are incorporated by reference herein in
their entirety. Additionally, multiple receiver DGNSS has been
enhanced by utilizing a single receiver to perform differential
corrections. For example, see commonly assigned U.S. Pat. No.
6,397,147 B1 to Whitehead titled Relative GNSS Positioning Using a
Single GNSS Receiver with Internally Generated Differential
Correction Terms, dated May 28, 2002, the disclosures of which are
incorporated by reference herein in their entirety.
II. GNSS and Gyro Control System and Method
Referring now to FIGS. 1 through 4, an illustrative vehicle 10 is
depicted including a sensor system 20 in accordance with an
exemplary embodiment. Referring also to FIGS. 2 and 3, block
diagrams of the sensor system 20 are depicted. The sensor system 20
includes, but is not limited to a GNSS attitude system 22,
comprising at least a GNSS receiver 24 and an antenna 26. The GNSS
receiver/antenna systems comprising GNSS attitude system 22
cooperate as a primary receiver system 22a and a secondary receiver
system 22b, with their respective antennas 26a and 26b mounted with
a known separation. The primary receiver system 22a may also be
denoted as a reference or master receiver system, while the
secondary receiver system 22b may also be denoted as a remote or
slave receiver system. It will also be appreciated that the
selection of one receiver as primary versus secondary need not be
of significance; it merely provides a means for distinguishing
between systems, partitioning of functionality, and defining
measurement references to facilitate description. It should be
appreciated that the nomenclature could readily be transposed or
modified without impacting the scope of the disclosure or the
claims.
The sensor system 20 is optionally configured to be mounted within
a single enclosure 28 to facilitate transportability. In an
exemplary embodiment, the enclosure 28 can be any rigid assembly,
fixture, or structure that causes the antennas 26 to be maintained
in a substantially fixed relative position with respect to one
another. In an exemplary embodiment, the enclosure 28 may be a
lightweight bracket or structure to facilitate mounting of other
components and transportability. Although the enclosure 28 that
constrains the relative location of the two antennas 26a and 26b
may have virtually any position and orientation in space, the two
respective receivers 24 (reference receiver 24a and remote receiver
24b) are configured to facilitate communication with one another
and resolve the attitude information from the phase center of the
reference antenna 26a to the phase center of the remote antenna 26b
with a high degree of accuracy.
Yet another embodiment employs a GNSS sensor 20 in the embodiments
above augmented with supplementary inertial sensors 30 such as
accelerometers, gyroscopes, or an attitude heading reference
system. More particularly, in an implementation of an exemplary
embodiment, one or more rate gyro(s) are integrated with the GNSS
sensor 20.
In yet another exemplary embodiment, a gyro that measures roll-rate
may also be combined with this system's GNSS-based roll
determination. A roll rate gyro denoted 30b would provide improved
short-term dynamic rate information to gain additional improvements
when computing the sway of the vehicle 10, particularly when
traveling over uneven terrain.
It will be appreciated that to supplement the embodiments disclosed
herein, the data used by each GNSS receiver 24 may be coupled with
data from supplementary sensors 50, including, but not limited to,
accelerometers, gyroscopic sensors, compasses, magnetic sensors,
inclinometers, and the like, as well as combinations including at
least one of the foregoing. Coupling GNSS data with measurement
information from supplementary sensors 30, and/or correction data
for differential correction improves positioning accuracy, improves
initialization durations and enhances the ability to recover for
data outages. Moreover, such coupling may further improve, e.g.,
reduce, the length of time required to solve for accurate attitude
data.
It will be appreciated that although not a requirement, the
location of the reference antenna 26a can be considered a fixed
distance from the remote antenna 26b. This constraint may be
applied to the azimuth determination processes in order to reduce
the time required to solve for accurate azimuth, even though both
antennas 26a and 26b may be moving in space or not at a known
location. The technique of resolving the attitude information and
position information for the vehicle 10 may employ carrier phase
DGNSS techniques with a moving reference station. Additionally, the
use of data from auxiliary dynamic sensors aids the development of
a heading solution by applying other constraints, including a rough
indication of antenna orientation relative to the Earth's gravity
field and/or alignment to the Earth's magnetic field.
Producing an accurate attitude from the use of two or more GNSS
receiver and antenna systems 22 has been established in the art and
therefore will not be expounded upon herein. The processing is
utilized herein as part of the process required to implement an
exemplary embodiment.
Referring also to FIG. 4, a mechanism for ensuring an accurate
orientation of the sensor system 20 to the vehicle 10 may be
provided for by an optional mounting base 14 accurately attached to
the enclosure 28. An accurate installation ensures that
substantially no misalignment error is present that may otherwise
cause the sensor system 20 to provide erroneous heading
information. The mounting base 14 is configured such that it fits
securely with a determinable orientation relative to the vehicle
10. In an exemplary embodiment, for example, the mounting base 14
is configured to fit flatly against the top surfaces of the vehicle
10 to facilitate an unimpeded view to the GNSS satellites.
With the sensor system 20 affixed and secured in the vehicle 10
power up and initialization of the sensor system 20 is thereafter
executed. Such an initialization may include, but not be limited
to, using the control system 100 to perform any initialization or
configuration that may be necessary for a particular installation,
including the configuration of an internal log file within the
memory of the sensor system 20.
The sensor system 20 may further include additional associated
electronics and hardware. For example, the sensor system 20 may
also include a power source, e.g., battery, or other power
generation means, e.g., photovoltaic cells, and ultrahigh capacity
capacitors and the like. Moreover, the sensor system 20 may further
include a control system 100. The control system 100 may include,
without limitation, a controller/computer 102, a display 104 and an
input device 106, such as a keypad or keyboard for operation of the
control system 100. The controller 102 may include, without
limitation, a computer or processor, logic, memory, storage,
registers, timing, interrupts, input/output signal interfaces, and
communication interfaces as required to perform the processing and
operations prescribed herein. The controller preferably receives
inputs from various systems and sensor elements of the sensor
system 20 (GNSS, inertial, etc.), and generates output signals to
control the same and direct the vehicle 10. For example, the
controller 102 may receive such inputs as the GNSS satellite and
receiver data and status, inertial system data, and the like from
various sensors. In an exemplary embodiment, the control system 100
computes and outputs a cross-track and/or a direction error
relating to the current orientation, attitude, and velocity of the
vehicle 10 as well as computing a desired swath on the ground. The
control system 100 will also allow the operator to configure the
various settings of the sensor system 20 and monitor GNSS signal
reception and any other sensors of the sensor system 20. In an
exemplary embodiment, the sensor system 20 is self-contained. The
control system 100, electronics, receivers 24, antennas 26, and any
other sensors, including an optional power source, are contained
within the enclosure 28 to facilitate ease of manipulation,
transportability, and operation.
Referring now to FIG. 5, a flowchart diagrammatically depicting an
exemplary methodology for executing a control process 200 is
provided. An exemplary control process 200, such as may be executed
by an operator in conjunction with a control system 100, acts upon
information from the sensor system 20 to output cross-track and/or
direction error based upon corrected 3-D position, velocity,
heading, tilt, heading rate (degrees per second), radius of
curvature and the like.
System 22a computes its position, denoted p.sub.1 (x.sub.1,
y.sub.1, z.sub.1). Referring now to block 220, the secondary
receiver and antenna system 22b computes its position, denoted
p.sub.2 (x.sub.2, y.sub.2, z.sub.2). Referring now to block 230,
optionally additional receiver and antenna system(s) 22 compute
their respective positions, denoted p.sub.3 (x.sub.3, y.sub.3,
z.sub.3), . . . p.sub.n (x.sub.n, y.sub.n, z.sub.n).
At process block 240, employing a geometric calculation the heading
is computed as the vector perpendicular to the vector joining the
two positions, in the horizontal plane (assuming they are aligned
with the vehicle 10). Furthermore, at block 250 the roll of the
vehicle 10 may readily be computed as the arc-tangent of the ratio
of the difference in heights of the two antennas 26a and 26b
divided by the spacing between their phase centers (a selected
distance within the enclosure 28). It will be appreciated that
optionally, if additional receiver and antenna systems are utilized
and configured for additional measurements, the pitch and roll
angles may also be computed using differential positioning similar
to the manner for computing heading. Therefore, in FIG. 5,
optionally at process block 260, the pitch and/or roll may be
computed.
Continuing with FIG. 5, at process block 270, using the computed
roll angle and a known antenna height (based on the installation in
a given vehicle 10), the actual position at the center of the
vehicle 10 projected to the ground may be calculated. This position
represents a true ground position of the vehicle 10. Once the
ground position is known, the error value representing the
difference between where the vehicle should be based on a computed
swath or track, and where it actually is, can be readily calculated
as shown at block 280.
Optionally, the vector velocities of the vehicle 10 are also known
or readily computed based on an existing course and heading of the
vehicle 10. These vector velocities may readily be utilized for
control and instrumentation tasks.
Turning now to FIG. 6, in another exemplary embodiment a steering
control process 300 can utilize the abovementioned information from
the sensor system 20 to direct the vehicle motion. At process block
310 the steering control may be initiated by obtaining the computed
errors from process 200. Turning to block 320, the steering control
process 300 may be facilitated by computing a steering control
command based on a proportionality factor times the difference in
desired position versus actual position (computed position error),
plus a second proportionality factor times the difference in
desired heading versus actual heading (heading error). The second
proportionality factor ensures that when the vehicle attains the
desired position it is actually directed to the correct heading,
rather than crossing the track. Such an approach will dramatically
improve steering response and stability. At process block 330, a
steering command is generated and directed to the vehicle 10.
Moreover, continuing with FIG. 6, optionally a recursive adaptive
algorithm may also be employed to characterize the vehicle response
and selected dynamic characteristics. In an exemplary embodiment,
the sensor system 20 applies selected control values to the vehicle
steering control mechanism as depicted at optional block 340 and
block 330. The sensor system 20 measures the response of the
vehicle 10 as depicted at process block 350 and calculates the
response times and characteristics for the vehicle. For example, a
selected command is applied and the proportionality of the turn is
measured given the selected change in steering. Turning to process
block 360, the responses of the vehicle 10 are then utilized to
calibrate the control commands applying a modified control command
to achieve a desired response. It will be appreciated that such an
auto-calibration feature would possibly be limited by constraints
of the vehicle to avoid excess stress or damage as depicted at
370.
It will be appreciated that while a particular series of steps or
procedures is described as part of the abovementioned alignment
process, no order of steps should necessarily be inferred from the
order of presentation. For example, the process 200 includes
installation and power up or initialization. It should be evident
that power-up and initialization could potentially be performed and
executed in advance without impacting the methodology disclosed
herein or the scope of the claims.
It should further be appreciated that while an exemplary
partitioning functionality has been provided, it should be apparent
to one skilled in the art that the partitioning could be different.
For example, the control of the primary receiver 24a and the
secondary receiver 24b, as well as the functions of the controller
102, could be integrated in other units. The processes for
determining the alignment may, for ease of implementation, be
integrated into a single receiver. Such configuration variances
should be considered equivalent and within the scope of the
disclosure and claims herein.
The disclosed invention may be embodied in the form of
computer-implemented processes and apparatus for practicing those
processes. The present invention can also be embodied in the form
of computer program code containing instructions embodied in
tangible media, such as floppy diskettes, CD-ROMs, DVD's, flash
drives, hard drives, or any other computer-readable storage medium
80 wherein the computer becomes an apparatus for practicing the
invention when the computer program code is loaded into and
executed by the computer. The present invention can also be
embodied in the form of computer program code stored in a storage
medium or loaded into and/or executed by a computer, for example.
The present invention can also be embodied in the form of a data
signal 82 transmitted by a modulated or unmodulated carrier wave,
over a transmission medium, such as electrical wiring or cabling,
through fiber optics, or via electromagnetic radiation. When the
computer program code is loaded into and executed by a computer,
the computer becomes an apparatus for practicing the invention.
When implemented on a general-purpose microprocessor, the computer
program code segments configure the microprocessor to create
specific logic circuits.
III. Alternative Aspect GNSS Control Systems and Methods
FIG. 7A shows another alternative aspect of the invention including
a GNSS antenna and gyroscope attitude system 402 with antennas 405,
406 separated by a rigid link 407. In a typical application, the
rigid link 407 is attached to the vehicle 10 and extends along the
X (transverse) axis or transversely with respect to the vehicle's
direction of travel, which generally corresponds to the Y (heading)
axis. Alternatively, the vehicle 10 itself can provide the rigid
link between the antennas 405, 406, for example, by mounting the
antennas 405, 406 at predetermined, fixed locations on the roof of
the vehicle cab with a predetermined, fixed distance therebetween.
Another alternative is to provide a GNSS attitude device with
antennas, receivers and sensors (e.g., gyroscopes (gyros),
accelerometers, and other sensors) in a self-contained, unitary
enclosure, such as the device 20 shown in enclosure 28 in FIG. 4.
Regardless of the antenna-mounting structure, the orientation of
the antenna pair and the rigid link 407 (or vehicle 10) is
determined with respect to an Earth-fixed coordinate system. The
XYZ axes shown in FIG. 7A provide an example for defining this
relation. Roll and yaw gyros 430, 440 are generally aligned with
the Y and Z axes respectively for detecting and measuring vehicle
10 attitude changes with respect to these axes.
With the system 402 installed on a vehicle 10 (FIG. 8), the two
antennas 405, 406 can provide angular orientations with respect to
two axes. In the example shown, angular orientation with respect to
the Y (heading) axis corresponds to vehicle roll and with respect
to the Z (vertical) axis corresponds to vehicle yaw. These
orientations are commonly of interest in agricultural vehicles
whereby this is the preferred mounting and orientation arrangement
for such applications. The vehicle's roll most adversely affects
GNSS-measured vehicle cross-track error. By measuring the vehicle's
roll, such cross-track errors can be compensated for or eliminated.
Such roll-induced cross-track errors include variable roll errors
due to uneven terrain and constant roll errors due to hill slopes.
It will be appreciated that adding a third antenna provides
three-axis (XYZ) attitude solutions corresponding to pitch, roll,
and yaw. Of course, reorienting the two-antenna system 402 can
provide other attitude solutions. For example, locating the
antennas' baseline (aligned with the rigid link 407) fore-and-aft
along the vehicle's Y axis will provide pitch and yaw
attitudes.
FIG. 7B shows the system 402 in a yaw attitude or condition whereby
the vehicle 10 has deviated from a desired heading along the Y axis
to an actual heading by a yaw angle .theta..sub.y. In other words,
the vehicle 10 has rotated (yawed) clockwise with respect to the Z
axis. FIG. 7C shows the system 402 in a roll attitude or condition
whereby the vehicle 10 has deviated from level to a tilt or roll
angle of .theta..sub.R. In other words, the vehicle 10 has rotated
(rolled) counterclockwise with respect to the Y axis.
The system 402 includes roll and yaw gyros 430, 440 mounted and
oriented for detecting vehicle rotational movement with respect to
the Y and Z axes. The system 402 represents a typical strap-down
implementation with the vehicle 10, antennas 405, 406 and gyros
430, 440 rigidly connected and moving together. A body-fixed
coordinate system is thus defined with the three perpendicular axes
XYZ.
In all but the most extreme farmlands, the vehicle 10 would
normally deviate relatively little from level and horizontal,
usually less than 30.degree. in most agricultural operations. This
simplifies the process of calibrating the gyros 430, 440 using the
GNSS attitude system 402 consisting of two or more antennas 405,
406. For simplicity, it is assumed that the body-fixed axes XYZ
remain relatively close to level. Thus, the change in the heading
(yaw) angle .theta..sub.Y of FIG. 7B is approximately measured by
the body-fixed yaw gyro 440, even though there may be some small
discrepancy between the axes of rotation. Similar assumptions can
be made for the roll angle .theta..sub.R (FIG. 7C), which is
approximately measured by the body-fixed roll gyro 430. A similar
assumption could be used for measuring pitch attitude or
orientation angles with a pitch gyro.
This simplifying assumption allows the gyros to be decoupled from
one another during integration and avoids the necessity of using a
full strap-down quaternion implementation. For example, heading
deviation is assigned only to the yaw gyro 440 (gyro axis
perturbations from the assumed level axis alignment are ignored).
Similarly, vehicle roll is assumed to be measured completely by a
single roll gyro 430. GNSS attitude-measured heading and roll can
then be used to calibrate the gyros 430, 440. Such simplifying
assumptions tend to be relatively effective, particularly for
agricultural operations on relatively flat, level terrain.
Alternatively, a full six-degrees-of-freedom strap-down gyro
implementation with quaternion integration could be employed, but
such a solution would normally be excessive and represent an
ineffective use of computing resources, unless an inertial
navigation system (INS) was also being used to backup GNSS, for
example, in the event of GNSS signal loss.
For the purpose of calibrating the gyroscopes 430, 440, the angles
measured by the GNSS attitude system 402 are used as truth in a
Kalman filter estimator of gyro bias and scale factor errors. Over
a small interval of time, T, the following equation holds: {dot
over (.theta.)}T=A.theta..sub.true+BT Where {dot over
(.theta.)}=average gyro reading over
.times..times..theta. ##EQU00001## (with n readings taken over time
T) .theta..sub.true=truth angular change over interval T as
measured by the GNSS attitude system. A=gyro scale factor error
B=gyro rate bias error
A two state Kalman filter is defined to have the gyro rate basis
and scale factor error as states. The Kalman process model is a
first-order Markov:
.times..times..function..times..function..sigma..sigma..times.
##EQU00002## where the state vector X=[A B] Here .sigma..sub.A and
.sigma..sub.B are noise amplitudes and W is white noise. This
dictates what is known as a random walk of the state [A B]. The
designer of the Kalman filter chooses .sigma..sub.A and
.sigma..sub.B according to how rapidly the bias and scale factor
errors are expected to vary (usually variations due to temperature
dependencies of scale and bias in a low cost gyro). Typical
variations, especially of the scale factor, are quite small (A and
B are nearly constant), and .sigma..sub.A and .sigma..sub.B are
chosen accordingly. Typical values for a low-cost gyroscope, using
a time interval T are:
.sigma..times..times..sigma..times. ##EQU00003## where T is
expressed in seconds and 1200 means 1200 seconds. For example, here
the random walk is chosen to cause a drift in scale factor of 0.02
in 1200 seconds. The Kalman measurement equation is: y=Hx+v Where
y={dot over (.theta.)}.sub.gyro T, H=[.theta..sub.true T] and v is
measurement noise. The Kalman covariance propagation and gain
calculation is designed according to well-known techniques.
Similar Kalman filters are deployed in both yaw and roll (and/or
pitch) channels. The GNSS attitude devices 20 provides a reference
yaw and roll that act as the Kalman measurements enabling the
calibration of gyro rate basis and scale factor errors. The GNSS
device provides heading and roll, even when the vehicle is
stationary or traveling in reverse. This provides a significant
advantage over single-antenna systems which provide a vehicle
direction only when moving (i.e., a velocity vector). The
multi-antenna attitude device 20 enables continuous calibration
regardless of whether or not and in what direction the vehicle 10
is moving.
The calibrated gyros 430, 440 are highly advantageous in a vehicle
steering control system. High precision heading and heading-rate
produced by the calibrated yaw gyro is a very accurate and
instantaneous feedback to the control of vehicle changes in
direction. The angular rate produced by the gyro is at least an
order of magnitude more accurate than the angular rate produced by
pure GNSS systems, even those with multiple antennas. The system
402 is also very responsive. The feedback control needs such
relatively high accuracy and responsiveness in heading and
heading-rate to maintain control loop stability. It is well known
that rate feedback in a control loop enhances stability. On a farm
vehicle, where vehicle dynamics may not be fully known or modeled,
this aspect is particularly important. The rate term allows a
generic control system to be developed which is fairly insensitive
to un-modeled vehicle dynamics. A relatively accurate heading and
heading-rate-of-turn can be calculated for use in a vehicle
automatic steering system.
Another advantage of the system 402 is that a gyro calibrated to
measure tilt angle can provide the vehicle's tilt much more
accurately than a system relying exclusively on GNSS positioning
signals. This advantage is particularly important in high-precision
autosteering, e.g., to the centimeter level. Errors in GNSS
attitude are effectively increased by the ratio of the antenna
spacing to the mounted height of the antennas above the ground, as
illustrated in FIG. 8, which shows an attitude system 402
comprising a pair of antennas 405, 406 connected by a link 407, as
described above. The system 402 is shown tilted through a tilt
(roll) angle .theta..sub.R. An imaginary antenna height line
perpendicular to the rigid link 407 is projected to the "true"
ground position of the vehicle 10 in FIG. 8 and forms the roll
angle with respect to the Z axis. The relative antenna height
differential can be projected along the vertical Z axis to a ground
intercept point and establishes a cross-track error (distance
between the vehicle true ground position and the Z axis ground
intercept point), whereby errors in the antenna height differential
are amplified by the ratio of the rigid link 407 length to the
antenna height. The spacing of the antennas 405, 406, which
corresponds to the length of the rigid link 407, is typically
limited by the width of the vehicle 10, which can be relatively
tall, thereby resulting in a relatively large antenna
height-to-spacing ratio, e.g., five-to-one. Furthermore,
noise-induced errors present in GNSS relative antenna height
differentials (e.g., carrier phase noise, etc.) will be multiplied
by this ratio, which can cause steering errors, including steering
oscillations, etc.
The GNSS attitude system 402 utilizes a roll gyro (e.g., 430) for
measuring rate-of-change of the roll angle, rather than the
absolute roll angle, which rate of change is integrated to compute
absolute roll angle. The constant of integration can be initialized
to the current GNSS-derived roll angle and then subsequently
steered to the GNSS roll angle by filtering with a Hatch filter or
similar filter used for smoothing the code phase against the
carrier phase in the GNSS receivers. Relatively smooth vehicle roll
estimates can thus be achieved with a gyro.
More specifically, in an exemplary embodiment, the filtering is
supplemented by the equation:
.theta..sub.filter(k)=.DELTA..sub.gyro(k)+Gain*[.theta..sub.GNSS(k)-.thet-
a..sub.filter(k-1)-.DELTA..sub.gyro(k)]
.DELTA..sub.gyro(k)=.theta..sub.gyro(k)-.theta..sub.gyro(k-1) Where
.theta..sub.filter (k) is the desired output roll angle (at time k)
smoothed by gyro roll angle, but steered to GNSS roll angle. The
GNSS roll (at time k) is .theta..sub.GNSS(k) while the raw gyro
angular reading is .theta..sub.gyro(k) which is obtained by
integrating gyro angular rate. The difference in gyro integrated
rate over one time interval (k-1 to k) is denoted
.DELTA..sub.gyro(k). The filter bandwidth and weighting of the GNSS
roll angle into the solution is set by the filter's gain (denoted
Gain). One method to choose the gain is to assign Gain=T/.tau.
where T is the time span from epoch to epoch and .tau. is a
time-constant, typically much larger than T. The smaller the Gain,
the less the GNSS roll angle is weighted into the solution. The
gain is chosen to give a smooth filtered roll output, dominated by
the low gyro noise characteristics, but also maintaining alignment
with GNSS roll. Since the gyro is calibrated in terms of its scale
and bias errors per the methods described earlier, the gain can be
chosen to be very small (much less than 1) and still the filtered
roll angle closely follows the GNSS roll angle, but without the
noise of the GNSS derived roll angle. Similar schemes can be
deployed for pitch and heading angles if needed, all with the
benefit of improved steering if such angles are used in the
steering control feedback.
FIGS. 9 and 10 show a GNSS and gyroscopic control system 502
comprising an alternative aspect of the present invention in a
tractor and sprayer agricultural equipment application 504. The
vehicle (e.g., a motive component or tractor) 10 is connected to a
working component (e.g., a sprayer) 506 by an articulated
connection 508, which can comprise a conventional tongue-and-hitch
connection, or a powered, implement steering system or hitch, such
as those shown in U.S. Pat. No. 6,865,465, No. 7,162,348 and No.
7,373,231, which are assigned to a common assignee herewith and are
incorporated herein by reference.
The tractor 10 and the sprayer 506 mount respective tractor and
sprayer GNSS antenna and gyroscope attitude subsystems 510, 512,
which are similar to the system 402 described above and provide
GNSS-derived position and attitude outputs, supplemented by
gyro-derived rate of rotation outputs for integration by the
control system 502. The sprayer 506 includes a spray boom 514 with
multiple nozzles 516 providing spray patterns 518 as shown, which
effectively cover a swath 520. The system 502 can be programmed for
selectively controlling the nozzles 516. For example, a no-spray
area 522 is shown in FIG. 9 and can comprise, for example, an area
previously sprayed or an area requiring spray. Based on the
location of the no-spray area 522 in relation to the spray boom
514, one or more of the nozzles 516 can be selectively turned
on/off. Alternatively, selective controls can be provided for other
equipment, such as agricultural planters wherein the seed boxes can
be selectively turned on/off.
FIG. 10 shows some of the major components of the system 502,
including the GNSS antenna and gyroscope attitude subsystems 510,
512 with antennas 405, 406 separated by rigid links 407, as
described above, and inertial gyros 514. The tractor and implement
10, 506 can be equipped with comparable systems including DGNSS
receivers 524, suitable microprocessors 526 and the inertial gyros
529. Additional sensors 528 can include wheel counters, wheel turn
sensors, accelerometers, etc. The system components can be
interconnected by a controller-area network or CAN connection 530.
Alternatively, components can be wirelessly interconnected, e.g.,
with various types of RF transmitters and receivers or
transceivers.
In operation, the functions described above can be implemented with
the system 502, which has the additional advantage of providing
GNSS and gyro-derived positioning and attitude signals
independently from the tractor 10 and the implement 506. Such
signals can be integrated by one or both of the microprocessors
526. The tractor 10 can be automatically steered accordingly
whereby the implement 506 is maintained on course, with the
additional feature of selective, automatic control of the nozzles
516. For example, FIG. 9 shows the course of the tractor 10
slightly offset to the course of the sprayer 516, which condition
could be caused by a downward left-to-right field slope. Such
sloping field conditions generate roll attitudes, which could also
be compensated for as described above. For example, the system 502
can adjust the output from the spray nozzles 516 to compensate for
such variable operating conditions as sloping terrain, turning
rates, tire slippage, system responsiveness and field
irregularities whereby the material is uniformly applied to the
entire surface area of the field. Moreover, the GNSS-derived
positioning and heading information can be compared to actual
positioning and heading information derived from other sensors,
including gyros, for further calibration.
IV. Multi-Antenna High Dynamic Roll Compensation and Rover L1
RTK
Another alternative aspect GNSS guidance system 602 is shown in
FIGS. 11 and 12 and provides high dynamic roll compensation,
heading and rate-of-turn (ROT) in an RTK system including a GNSS
receiver 604 including an RF converter 606 connected to a
multi-channel tracking device 608 and first and second antennas
610, 612, which can be mounted on top of a vehicle 10 in fixed
relation defining a transverse (X axis) fixed baseline 614. The
receiver 604 provides a GNSS data output to a guidance processor
(CPU) 616, which includes a GUI/display 618, a microprocessor 620
and media (e.g., for data storage) 622. A steering valve block 624
includes autosteer logic 626, hydraulic valves 628 and steering
linkage 630. A wheel sensor 632 is connected to the steering valve
block 624, which in turn is connected to the guidance processor 616
by a suitable CAN bus 634.
GNSS positioning signals are received from a constellation of GNSS
satellites and an RTK base transceiver 636, which includes a
receiver 638 and a transmitter 640 for transmitting carrier phase
signals to a rover RTK receiver, such as the receiver 604. By using
GNSS positioning signals from the satellites and correctional
signals from the RTK base transceiver 636, the guidance system 602
can calculate a relatively accurate position relative to the base
transceiver 636, which can be located at a predetermined position,
such as a benchmark. The guidance system 602 described thus far is
an RTK system utilizing a dual frequency receiver and is capable of
achieving sub-centimeter accuracy using the carrier phase
signals.
Roll compensation, heading, and rate of turn can all be calculated
using vector-based heading (yaw and roll) information derived from
the rover GNSS receiver 604. High-dynamic vehicle roll is a problem
with certain applications, such as agricultural vehicles, which
traverse uneven terrain and tend to be relatively tall with
antennas mounted three meters or more above ground level. Antenna
arrays can swing significant distances from side to side with
vehicle roll, as indicated by a roll arrow 644. Such deviations can
be detrimental to precision farming, and require compensation. The
fixed-baseline vehicle antennas 610, 612 provide the necessary
dynamic vector outputs for processing and compensation by the
steering valve block 624. For example, the microprocessor 620 can
be preprogrammed to instantly respond to such roll errors by
providing counteracting output signals via the CAN bus 634 to
autosteer logic 626, which controls the hydraulic valves 628 of the
steering valve block 624. A slight delay phase shift can be
programmed into the microprocessor 620, thus reflecting the
inherent lag between vehicle roll and the steering system reaction.
The delay phase shift can be adjustable and calibrated for
accommodating different equipment configurations. The GNSS receiver
604 output provides relatively accurate guidance at slow speeds,
through turns and in reverse without relying on sensing vehicle
motion via an inertial navigation system (INS), utilizing
gyroscopes and/or accelerometers. Moreover, the guidance system 602
can eliminate the calibration procedures normally needed for
INS-corrected systems.
The system 602 can likewise provide high dynamic yaw compensation
for oscillation about the vertical Z axis using the two-antenna
fixed baseline configuration of the receiver 604. Adding a third
antenna would enable high dynamic compensation with respect to all
three axes XYZ e.g., in a six-degrees-of-freedom mode of
operation.
Providing multiple antennas 610, 612 on a rover vehicle 10 can
significantly improve the ability to resolve integer ambiguities by
first obtaining an attitude solution by solving for the locations
of the rover antennas 610, 612 with respect each other. Then, using
the non-relative locations and the known relative ambiguities,
solving for the global ambiguities using observations taken at each
antenna 610, 612. The number of observations is thus significantly
increased over conventional RTK. Solving the global ambiguities
enables locating the rover antennas 610, 612 in a global sense
relative to a base station 636. Using multiple antennas in this
manner enables using L1 single frequency receivers, which tend to
be less expensive than dual frequency (L1 and L2) receivers, as in
conventional RTK systems. An exemplary method consists of: 1.
Transmitting code and carrier phase data from a base station 636 to
a multiple antenna rover system (e.g., 602). 2. At the rover 602
side, determining the relative locations and the relative
ambiguities of the multiple antennas using an attitude solution
taking advantage of known geometry constraints and/or a common
clock. Such a method is disclosed in U.S. Pat. No. 7,388,539, which
is assigned to a common assignee herewith and is incorporated
herein by reference. 3. Optionally store off the attitude solution
(locations and ambiguities) for later time-tag matching with the
data from the base station 636. Optionally, also store off the
current GNSS observations (carrier phase) for the same purpose.
Although this step is not necessary, time tag matching of base and
rover data improves results by avoiding extrapolation errors. 4.
Form single or double difference equations and solve for the global
ambiguities using knowledge of the relative antenna locations
and/or common clocks and/or the relative ambiguities.
Example using a two-antenna rover system (e.g., 602):
At antenna 1 (e.g., 610) of the rover, we can write the equation
R1=[A]x1-N1, where R1 is a carrier phase observation vector (single
or double difference) at antenna 1, A is a design matrix, X1 is the
location vector of antenna 1 (may include clock if single
differencing is used), and N1 is an ambiguity vector for antenna
1.
Similarly, at antenna 2 (e.g., 612) we can write R2=[A]x2-N2
Where R2 is a carrier phase observation vector at antenna 1, A is a
design matrix, X2 is the location vector of antenna 2, and N2 is an
ambiguity vector for antenna 2.
Note, that in this example, the design matrix A is taken to be the
same in both antenna equations. But, this is true only if both
antennas see the same satellites. A more general example would use
separate A1 and A2 for the two equations.
Solving an attitude solution (for example, see U.S. Pat. No.
7,388,539), we find the relative antenna displacement V, and the
relative ambiguity M where V=x2-x1 and M=N2-N1
Thus, combining the above equations, we have R1=[A]x1-N1
R2=[A](x1+V)-(N1+M)
Rearranging gives R1=[A]x1-N1 R2-[A]V+M=[A]x1-N1
And, combining into a single vector equations gives R=[A]x1-N Where
R=[R1,R2-[A]V+M].sup.T and N=[N1,N1].sup.T
Where `T` denotes transpose
Referring to the above example, twice as many equations are
obtained for the same number of unknowns (e.g. X1 and N1). Solving
for the global integer ambiguity N1 is facilitated by the multiple
available equations.
Multiple antennas can also be utilized at the base and would
provide the advantage of canceling multipath signals. However,
multiple antennas on the rover are generally preferred because they
provide attitude for the rover 10, which is generally not of
concern for the base 636.
V. Moving Baseline Vehicle/Implement Guidance Systems
Alternative embodiment multiple-antenna GNSS guidance systems are
shown in FIGS. 13-18 and utilize a moving baseline between a
vehicle-mounted antenna(s) and an implement-mounted antenna.
Independent implement steering can be accomplished with a powered,
implement steering system or hitch, such as those shown in U.S.
Pat. No. 6,865,465, No. 7,162,348 and No. 7,373,231, which are
assigned to a common assignee herewith and are incorporated herein
by reference.
FIGS. 13-14 show a GNSS guidance system 726 comprising another
modified embodiment of the present invention and including a
vehicle 10 connected to an implement 728 by a hitch 730. The hitch
730 permits the implement 728 to move through three axes of
movement relative to the vehicle 10 as the system 726 maneuvers and
traverses ground with irregularities causing the vehicle 10 and the
implement 728 to yaw, pitch, and roll somewhat independently of
each other. A moving baseline 732 is defined between points on
each, e.g., between a vehicle antenna 753 and an implement antenna
756. The moving baseline 732 is generally a 3D vector with variable
length and direction, which can be derived from the differences
between the vehicle antenna 753 location (X1, Y1, Z1) and the
implement antenna location (X3, Y3, Z3), or other predetermined
point locations on the vehicle 10 and the implement 728. The
guidance system 726 includes a single GNSS receiver 734 (e.g., a
single printed circuit board (PCB) receiver) receiving ranging data
streams from the antennas 753, 756, which can include the normal
front end RF down-converter components. Using the geodetic-defined
position solutions for the antennas 753, 756, the moving baseline
732 is defined and used by a guidance CPU 736 in real-time for
computing guidance solutions, which include steering command
outputs to the steering valve block 738. The varying separation of
the antennas 753, 756 occurs both at the start of attitude
acquisition and during operation.
FIG. 15 shows another alternative aspect vehicle/implement GNSS
guidance system 740 with first and second vehicle antennas 753,
754, which can include front end down converter RF components
providing ranging signal outputs, along with the implement antenna
756, to the single GNSS receiver 734 as described above. The
vehicle antennas 753, 754 define a fixed baseline 754 by their
respective positions (X1, Y1, Z1), (X2, Y2, Z2), which function to
provide vector heading and rate-of-turn (ROT) output information.
Such positioning data is input to the guidance CPU 736 by measuring
yaw and roll attitudes whereby such guidance and performance
information can be determined solely on GNSS-defined ranging data
utilizing the fixed-relationship mounting of the vehicle antennas
753, 754 on the vehicle 10. Such information can be processed in
connection with the implement antenna 756 position information in
order to provide more complete GNSS positioning and guidance
solutions, including travel paths for the vehicle 10 and the
implement 728.
FIG. 16 shows another modified aspect GNSS positioning system 752,
which includes first and second vehicle antennas 753, 754 at
GNSS-defined positions (X1, Y1, Z1), (X2, Y2, Z2) respectively,
which positions define a vehicle fixed baseline 755. The implement
728 includes first and second implement antennas 756, 757 at
GNSS-defined positions (X3, Y3, Z3), (X4, Y4, Z4) respectively,
which define an implement fixed baseline 758 and from which the
guidance CPU 736 determines heading and ROT for the implement 728
using similar vector techniques to those described above. A movable
baseline 759 can be defined between a vehicle antenna 753 and an
implement antenna 756 as shown, or between other corresponding
antenna pairs, or other predetermined locations on the vehicle 10
and the implement 728. The system 752 utilizes a single GNSS
receiver 734 receiving input ranging information from the four
antennas 753, 754, 756, 757 and providing a single output stream to
the guidance CPU 736. It will be appreciated that various other
antenna/receiver combinations can be utilized. For example, a third
vehicle and/or implement antenna can be provided for 3-axis
attitude computation. INS components, such as gyroscopes and/or
accelerometers, can also be utilized for additional guidance
correction, although the systems described above can provide highly
accurate guidance without such INS components, which have certain
disadvantages.
FIG. 17 shows the 2+1 antenna system 740 operating in a guidance
mode whereby a predetermined number of positions 790 at
predetermined intervals are retained by the guidance CPU 736,
thereby defining a multi-position "breadcrumb" tail 792 defining
the most recent guidepath segment traversed by the vehicle 10 based
on the locations of the vehicle antenna(s) 753 (754). Although the
2+1 antenna guidance system 740 is used as an example, the 1+1
antenna guidance system 726 and the 2+2 guidance system 752 can
also be used in this mode and function in a similar manner, with
more or less ranging signal sources. The guidance CPU 736 utilizes
the retained tail "breadcrumb" positions 790 in conjunction with
the GNSS-derived antenna locations for computing a crosstrack error
representing implement 728 deviation from a desired guidepath 794,
and the necessary steering signals for correcting the vehicle 10
course to maintain the implement 728 on track. Still further, in a
multi-position tail 792 operating mode the high dynamic roll
compensation function described above can be utilized to compensate
for vehicle and/or implement roll using the fixed baseline(s) 746,
755, 758 for further guidance solution accuracy based solely on
GNSS ranging information.
With the systems 726, 740 and 752, a single receiver can be used
for achieving carrier phase relative accuracy, even without
differential correction. A single clock associated with the
receiver facilitates ambiguity resolution, as compared to dual
receiver and dual clock systems. Direct connections among the
components further enhance accuracy and facilitate high dynamic
roll corrections, as described above. Continuous base and rover
ranging data are available for positioning and control. With the
2+1 and the 2+2 configurations, the fixed baseline(s) provide
heading and ROT guidance for the vehicle and/or the implement.
Steering control for the vehicle is derived from crosstrack error
computations utilizing the multi position tail 792.
FIG. 18 is a schematic block diagram showing the components of the
GNSS guidance systems 726, 740 and 752. The vehicle 10 components
include a GNSS receiver 734 including a first vehicle antenna 753,
an optional second vehicle antenna 754, an RF down converter 764, a
tracking device 766 and an optional rover RTK receiver 768. A
guidance processor CPU 736 includes a GUI display 772, a
microprocessor 774 and a media storage device 776. Vehicle steering
778 is connected to the guidance processor CPU 736 and receives
steering commands therefrom. GNSS-derived data is transferred from
the GNSS receiver 734 to the guidance processor CPU 736. The
implement 728 mounts an implement positioning system 780 including
a first implement antenna 756 and an optional second implement
antenna 757, which are connected to the vehicle GNSS receiver 734
and provide GNSS data thereto. An implement steering subsystem 784
receives steering commands from the guidance processor CPU 736 via
a CAN bus 786. The implement 728 is mechanically connected to the
vehicle 10 by a hitch 788, which can be power-driven for active
implement positioning in response to implement steering commands,
or a conventional mechanical linkage. The hitch 788 can be provided
with sensors for determining relative attitudes and orientations
between the vehicle 10 and the implement 728.
VI. Multi-Vehicle GNSS Tracking Method
FIG. 19 shows a multi-vehicle GNSS tracking system 802 adapted for
tracking primary and secondary rover vehicles 804, 806, which can
comprise, for example, a combine and an offloading truck. Other
exemplary multi-vehicle combinations include crop picking and
harvesting equipment, snowplows, aircraft engaged in mid-air
refueling, etc. Data transfer among the vehicles 804, 806 and a
base transceiver 808 can be accomplished with short-range radio
links, such as Bluetooth and Wi-Fi wireless technologies. For
example, the base transceiver 808 can transmit corrections to the
rovers 804, 806 at predetermined intervals of one second (i.e., 1
Hz).
Between the base transmissions the primary rover 804 can transmit
its identifying information (ID) and GNSS-derived position and
timing information to the secondary rover 806. The secondary rover
806 thus receives both differential corrections and the primary
rover data over the same radio link, or through an additional radio
link. Such data can comprise a multi-position tail 810 as described
above and against which the secondary rover 806 can guide. For
example, the secondary rover 806 can directly follow the primary
rover 804 at a predetermined distance by aligning its travel path
with the multi-position tail 810 at a predetermined following
distance, or it can offset its own parallel travel path a
predetermined offset distance, as shown in FIG. 19. The secondary
rover 806 can position itself relative to the primary rover 804
based on either a predetermined time interval or a predetermined
separation distance. As discussed above, the multi-position tail
810 can automatically update whereby only a predetermined number of
detected positions are stored, which can correspond to a
predetermined time duration or distance behind the primary rover
804.
FIG. 20 shows a schematic block diagram of components comprising
the multi-vehicle tracking system 802. The onboard systems for the
primary rover 804 and the secondary rover 806 can be similar to the
vehicle-based GNSS guidance systems described above, with the
addition of an inter-rover radio link 812.
VII. Alternative Embodiment Multi-Antenna System 902
FIG. 21 shows a multi-antenna, GNSS-based guidance system 902
installed on a motive component 904, herein exemplified by a
tractor, towing a working component 906, herein exemplified by a
towed implement, and collectively comprising a vehicle 907. Without
limitation, the vehicle 907 is configured for agricultural
operations. However, the system 902 could also be used for guiding
and controlling a wide range of vehicles, equipment and machines.
For example, the system 902 could be applied to earth-moving
equipment, examples of which are shown in U.S. patent application
Ser. No. 12/857, 298, which is assigned to a common assignee here
with and is incorporated herein by reference. The motive and
working components can be interconnected, articulated components of
a piece of equipment, such as the base vehicle and boom assembly
components of an excavator. Also shown are the three axes X, Y, and
Z, and the positive directions of rotation about those axes, i.e.,
roll, pitch, and yaw respectively. Using three antennas 952, 954,
956, the GNSS guidance system 902 can track the motive component
904 and working component 906 in all six degrees of freedom and in
relation to each other. The motive component 904 includes a motive
component antenna 952, and the working component 906 includes first
and second working component antennae 954, 956, i.e. a "1+2"
configuration. Other tractor/implement antenna combinations could
also be used, such as 2+2. This transfers not only positional
information to a GNSS guidance computer 910, but also data on the
slope of the earth below the vehicle 907 and whether the working
component 906 is traveling laterally ("offset") compared with the
motive component 904, indicating a sliding motion and crosstrack
displacement. In FIGS. 21 and 22 the antennas 952, 954, 956 are
shown in "normal" positions with the working component 906 aligned
with and positioned directly behind the motive component 904. The
distances between the working component antennas and the motive
component antenna can vary depending on the relative orientations
of either the motive component 904 or the working component 906, or
both.
FIG. 22 shows the motive component 904 towing the working component
906 with an articulated hitch 914 and a tongue 915, and the various
attached sensors and systems which create an embodiment of the
guidance path memory system 902. The GNSS system includes the
antennas 952, 954, 956, a GNSS receiver 908, a guidance computer
910 including a microprocessor/CPU 909, a working component
computer 913 including a microprocessor/CPU 923 and a graphical
user interface (GUI) 911. This embodiment of the present invention
uses differential GNSS (DGNSS) by using a base station 922 located
generally in the vicinity of the work to be performed (FIG. 24).
The base station 922 includes an antenna 924, a base receiver 926
and a base transmitter 927. The base and rover configuration is
similar to other differential (DGNSS) guidance systems, such as the
Outback S Series produced by Hemisphere GPS LLC of Calgary, Canada.
The GNSS components are preferably configured to use carrier phase
GNSS signals with a base-and-rover receiver combination, which is
generally referred to as real-time kinematic (RTK). See U.S. Pat.
No. 6,469,663, which is incorporated herein by reference. The
guidance system 902 will track the three-dimensional position of
the motive component 904 and the working component 906, along with
the roll, pitch, and yaw (collectively attitude) of the motive
component 904 and the working component 906, both independently and
relative to each other. Additionally, the GNSS system 902 will
determine the heading of the motive component 904, and will detect
when the working component 906 is facing a different heading from
the motive component 904 or if the working component 906 is moving
laterally compared with the motive component 904, inferring that
the working component 906 may have become misaligned due to a bump
in the path or because the path is along a slope.
Also shown in FIGS. 22, 24 and 25 are several sensor devices for
detecting other vehicle parameter values. These sensors include
various vehicle sensors 912, a wheel compaction PSI sensor 916, a
hitch feedback sensor 920, and various working component sensors
918. The various vehicle sensors 912 include a motive component
wheel angle sensor 935, ground speed sensor 936, fuel sensor 937,
RPM sensor 938, and various other optional sensors that detect
variables of vehicle performance and may enhance the information
received about the terrain being driven over. The various working
component sensors 918 include a ground speed sensor 988, a working
component wheel angle sensor 989, and compression sensors 990 for
determining the amount of soil being compressed similar to the
wheel compaction PSI sensor 916. The information harvested from
these various sensors is taken and combined with the positional
data received by the GNSS system 902, and finally computed by the
guidance computer 910. The information is output to an external
computer 934, as shown in FIG. 25, where it can be analyzed and
future pre-planned paths can be designed based on the data gathered
during the field pass.
Alternatively, the guidance computer 910 could calculate and modify
its own stored, pre-planned path based on the gathered data and
programmed functions for dealing with different field conditions.
The guidance computer 910 can be pre-programmed to adapt to field
conditions in different ways depending on the circumstances. For
example, the microprocessor 909 can be programmed to instruct an
articulated hitch 914 that is included with an optional motorized
component, such as the device covered by previously mentioned and
incorporated U.S. Pat. No. 7,162,348, to adjust the position of the
working component 906 relative to the motive component 904
depending on the severity of the slope as the vehicle 907 is
traversing that slope. The computer 910 will update commands to the
hitch 914 as data is reported by working component and motive
component gyro sensors 921, 919 and other relevant sensors for
detecting a change in pitch or roll. All of this can be performed
in real time as data is reported to the guidance computer 910. The
concept of real-time, pre-planned path modification for the present
invention follows similar techniques as described in U.S. Patent
Publication No. 2007/0021913, which is assigned to a common
assignee herewith and incorporated herein by reference.
Also located on the motive component 904 is a steering controller
917 receiving steering commands from the guidance computer 910 and
applying them to the motive component 904, steering it around the
field. The guidance computer 910 also controls the power settings
of the motive component 904, reducing or increasing speed, and
optionally controls other vehicle 907 operations, e.g., adjusting
the stiffness of shock absorbing components via adjustable
hydraulic shock absorbers 958. A controller for controlling the
amount of shock absorbed by the hydraulic shock absorbers 958 can
be connected directly to and controlled by the guidance computer
910. This will allow the vehicle to increase the resistance of the
shock absorbers 958 prior to the vehicle traversing a particularly
rough terrain, or decrease their resistance for softer terrain,
depending on performance desired from the vehicle 907. Similarly,
other elements of the vehicle can be controlled in this way, which
will lead to increased vehicle performance and control.
The use of a moving baseline 998 between at least three antennas
952, 954, 956, with two antennas located on the working component
906 and at least one on the motive component 904, allows the
guidance system 902 to track the position of the working component
relative to the motive component. The working component 906 may
actually roll in one direction while the motive component 904 rolls
in the opposite direction. Including additional data provided by a
motive component inertial measurement unit (IMU) 919 and a working
component IMU 921 allows the guidance computer 910 to distinguish
yaw, pitch, and roll movement of the working component 906 relative
to yaw, pitch, and roll movement of the motive component 904.
Because the working component 906 is doing the actual work in a
field, it is important to ensure that the working component 904 is
being properly guided and aligned relative to the motive component
906. The use of an optional motorized hitch 914, as mentioned
above, allows the guidance computer 910 to readjust and realign the
working component 906 if the guidance system detects that it is no
longer properly aligned. This optional aspect is further discussed
in the previously mentioned and referenced U.S. Patent Publication
No. 2009/0164067.
FIG. 23A demonstrates the relationship among the three antennas'
952, 954, 956 positions. Using basic trigonometric equations,
unknown distances between antenna pairs can be solved and used by
the guidance computer 910 to recalculate driving directions. The
motive component antenna 952 location is denoted by A. The working
component antennas B (954) and C (956) are located a fixed distance
BC away from each other. The point where the hitch 914 pivots,
allowing the working component 906 to rotate independent from the
motive component 904, is at point F. The pivot arm is alternatively
labeled the tongue 915. A point-of-interest (POI) directly below
the motive component-mounted antenna. Point E is a point directly
between the two working component-mounted antennas 954, 956.
The known distances include the distance between the working
component-mounted antennas (BC) and the height (H) of the motive
component-mounted antenna 952 above the working component-mounted
antennas 954, 956. When the working component is directly behind
the motive component, as depicted in FIG. 23A, and points B and C
are at approximately the elevation of the point of interest (POI),
several right-isosceles triangles are formed and the distances
among the antennas can be computed.
FIGS. 23B and 23C show the trigonometric relationship changes when
the working component 906 rotates about point F (hitch 914) via the
tongue 915. The working component will shift in a direction along
the X-Y plane, changing the moving baseline relationship AB and
AC.
FIG. 23C demonstrates the positional relationship between the
motive component-mounted antenna 952 at A and the working
component-mounted antenna 956 at C as it moves from the starting
position shown in FIG. 23A and moves to the ending position shown
in FIG. 23B. The height `h` is known, and the X, Y, and Z
coordinates of both point A and point C are known. The coordinates
of the Point of Interest (POI) are:
(X.sub.1,Y.sub.1,Z.sub.1.1)=(X.sub.1,Y.sub.1,Z.sub.1-h)
Because point C and POI are at the same elevation,
Z.sub.1.1=Z.sub.3. Thus, the distances d and d.1 can be calculated:
d= [(X.sub.3-X.sub.1).sup.2+(Y.sub.3-Y.sub.1).sup.2] d.1=
[(X.sub.3.1-X.sub.1).sup.2+(Y.sub.3.1-Y.sub.1).sup.2] And
therefore: Tan .theta.=h/d Tan .theta..1=h/d.1 AC=h/Sin .theta.
AC.1=h/Sin .theta..1 Alternatively: AC=
[(X.sub.3-X.sub.1).sup.2+(Y.sub.3-Y.sub.1).sup.2+(Z.sub.3-Z.sub.1).sup.2]
AC.1=
[(X.sub.3.1-X.sub.1).sup.2+(Y.sub.3.1-Y.sub.1).sup.2+(Z.sub.3-Z.sub-
.1).sup.2] Sin .theta.=h/AC Sin .theta..1=h/AC.1 This alternative
formula can be used because the three-dimensional points A and C
can be determined by their actual GNSS positions as determined by
GNSS satellite signals received by the various antennas 952, 954,
956.
This same method can be used as long as points B, C, and POI are at
the same elevation; e.g. Z.sub.B=Z.sub.C=Z.sub.POI, leaving .PHI.
to equal 90.degree.. The distances AB and AC will vary as the
working component 906 is rotated about point F as shown in FIG.
22C. Using the formulas above, the distances AB and AC can always
be determined as long as Z.sub.B=Z.sub.C=Z.sub.POI.
The working component 906 and the motive component 904 can
independently roll (X-axis), pitch (Y-axis) and yaw (Z-axis)
relative to each other. For example, rolling and pitching will
alter the elevation of points B, C, and POI relative to each other
because the motive component 904 and the working component 906 will
not be coplanar. The above-mentioned equations will not be able to
solve the distances AB and AC. Also, the angle .PHI. has changed to
.PHI.', which is no longer a right angle. In such an instance, the
height h will not change, however, and the distances between points
can still be calculated using AB=
[(X.sub.B-X.sub.A).sup.2+(Y.sub.B-Y.sub.A).sup.2+(Z.sub.B-Z.sub.A).sup.2]
or AC=
[(X.sub.C-X.sub.A).sup.2+(Y.sub.C-Y.sub.A).sup.2+(Z.sub.C-Z.sub.A)-
.sup.2]. The various angles can then be calculated using the law of
cosines:
.times..times..PHI.'.times. ##EQU00004##
Knowing the lengths of at least two sides and a known angle .PHI.
allows calculation of the other side and angles. This will allow
the guidance computer 910 to calculate the distance between the
antennas 952, 954, 956 no matter what the three-dimensional
orientation of the working component is with respect to the motive
component. The roll, pitch, or yaw difference between the motive
component 904 and the working component 906 can be determined by
including IMUs 919, 921 and measuring the differences recorded by
those IMUs. The IMU measurements will provide additional values for
unknown distances necessary to solve the relative position of the
working component 906 in relation to the motive component 904.
FIG. 25 is a block diagram showing the relationship between the
various sensors and the GNSS guidance system. The working component
906 contains its own CPU 913, which collects data from both the
working component sensors 918 and the hitch feedback sensor 920.
These elements are separate to allow the working component 906 to
move itself relative to the vehicle 4 by maneuvering the mechanical
hitch 914, which will realign the working component being towed by
the vehicle, as explained in further detail in U.S. Pat. No.
7,292,186, which is incorporated herein by reference. The guidance
computer 910, on the other hand, is directly connected to the GNSS
receiver 8, the vehicle sensors 912, and the wheel compaction
sensor 916. A controller area network (CAN) cable 932 connects the
working computer 913 with the guidance computer 910 located in the
vehicle 904. Alternatively, the two computers may communicate over
a local wireless network. The wireless network may be located
somewhere on the vehicle 907 or may be located elsewhere in the
vicinity. Such a network typically requires a wireless router and a
wireless communication device connected to each computer.
Communication between the two computers 910, 913 compares data
received from the various sensors and the GNSS guidance system and
results in problem solving for future pre-planned paths. Problem
solving can either be done in real-time, as mentioned above, or
used in generating future, pre-planned paths off-site. This may be
performed by uploading gathered data onto an external PC 934 or
using the guidance computer 910 directly to calculate a new path.
Field data that has been gathered by the various sensors can
include, without limitation: the slope of the field at various
point locations; the speed at which the vehicle previously
navigated the field; and the GNSS positional data recorded as the
vehicle traversed the field, including locations where the working
component 906 and/or the motive component 904 were no longer in
line with the previous pre-planned path. The user may interpret the
data and create a new pre-planned program based on it, or an
optional computer program can take the data and generate a
pre-planned path based on programmed configurations for dealing
with different field conditions.
It should be noted that the components of the system 902 can be
combined in various ways and will function in a similar manner. For
example, a commonly used component is a combination receiver and
antenna unit, sometimes referred to as a "smart antenna." Other
components may also optionally be combined, such as the various
base station components. A common example of such a combination
antenna is the A-220 "Smart Antenna" manufactured by Hemisphere GPS
LLC of Calgary, Canada, which are typically combined with
Hemisphere GPS receivers and other components, as described in U.S.
Patent Application Ser. No. 61/377,355, which is assigned to a
common assignee herewith and incorporated herein by reference.
As mentioned above, a motorized hitch 914 connects the working
component 6 to the motive component 904. This motorized hitch
contains a feedback sensor 920 which communicates with the working
component computer 913, which in turn communicates with the
guidance computer 910. This allows commands to be sent to the
motorized hitch 914 from the guidance computer 910 regarding
positioning of the working component 906, and feedback data to then
be reported to the guidance computer 910 for recording and
additional guidance commands. Stresses on the hitch 914 from
holding the working component 906 along a slope and relative
position to the motive component 904 are among the variables
reported to the guidance computer 910 by the hitch feedback sensor
920.
FIG. 25 is a block diagram dividing the separate subsystems of the
system 902. FIG. 25 shows the flow of information from the sensors
and GNSS positional system to a finished form of field output data
928 as it is gathered by the various sensors located on the motive
component 904 and the working component 906 and communicated
between the working component computer 913 and the guidance
computer 910. The various sensors including the vehicle sensors
912, wheel compaction psi sensor 916, working component sensors
918, and hitch feedback sensor 920 feed into the guidance computer
910. Additionally, the antennas 952, 954, 956 receive satellite
positional information and transmit that information to the GNSS
receiver 908 which is directly connected to the guidance computer
910. The guidance computer 910 is connected to the GUI 911 which
both displays information to the user and allows for user input via
an interface device, such as a touchscreen display or other
interface device. Finally, the field output data 928 is created by
combining the entirety of the recorded data and relating it to the
layout of the field or piece of land that has been worked. This
will allow for a more efficient and accurate pre-planned path the
next time a vehicle 904 is to work the field in question by
combining the data and configuring an automatic steering program
focused on guiding the vehicle while addressing the landscape
concerns. Knowing where field irregularities are located is the
easiest way to ensure the vehicle 907 correctly navigates these
irregularities.
The guidance computer 910 can interface with an external computer
(e.g., PC) 934 which can receive recorded field data, edit that
data, and turn that data into a pre-planned guidance path. Input
field data 930 is data includes pre-planned path and controller
data. This data is installed in the guidance computer 910 and
actively and automatically guides and controls the vehicle through
interaction with the steering controller 917. The steering
controller 917 will take guidance commands, steering commands, and
other commands to control various vehicle functions and will
physically perform those functions. Thus a preplanned path based on
earlier field data will know to slow down when the motive component
is approaching a particularly sharp curve or may instruct the
motorized hitch 914 to adjust the position of the working component
906 prior to entering a sloped area.
Output to an external computer 934, such as a personal computer
(PC), can be performed in a number of ways. Field data output 928
can be delivered over a direct connection established between the
onboard computer 910 and the external computer 934, or field data
output 928 can be offloaded onto a portable storage device and then
connected to the external computer 934. Similarly, input data 930
can be generated by an external (e.g., offsite) computer 934 and
stored onto a portable storage device, and later uploaded to the
CPU 910. Such input data 930 may include a pre-planned driving path
for an initial field test, or an updated planned path based on
previous data collection.
The vehicle sensor suite 912 can also include a camera 939, or
other suitable optical device. For example, U.S. Patent Publication
No. 2009/0204281, which is assigned to a common assignee herewith,
shows a video input system for autosteering control of an
agricultural vehicle and other machines. U.S. patent application
Ser. No. 12/504,779, which is also assigned to a common assignee
herewith, shows an optical tracking vehicle control system and
method. Both of these applications are incorporated herein by
reference. The camera 939 can be directed at the projected guide
path of the tractor 904, towards crop rows on either side, along
vehicle tracks or towards any area of interest relative to the
tractor 904 or the implement 906. Optical input from the camera 939
can be used by the guidance computer 910 for guiding the vehicle
907 using video input. Alternatively, the camera 939 can be used
for recording, observing and archiving the path of the vehicle 907
for purposes of record-keeping or future guidance. For example, in
a "match tracks" mode, it may be desirable for the vehicle 907 to
accurately retrace previous guide paths, which may be optically
observable. Still further, such optical data can be useful for
observing the crop plants (typically in rows) whereby the operator
and/or the guidance computer 910 can avoid driving over crops and
can monitor and record their growth. Still further, the camera 939
can be user-controlled and adjustable for visually observing the
vehicle 907 guide path or the crops close-up, for example, on the
GUI 911 in the cab.
FIG. 26 shows a plan view of a field with a border 940 and a
vehicle 907 traversing a pre-planned path 942. The field contains
several irregularities, including a severely sloped section 944, a
section of soft earth 946 where water or soil type will cause the
vehicle and working component wheels to slightly sink into the
ground, an uneven area 948 which may be rocky or otherwise uneven.
The various sensors attached to the motive component and working
component will record data as the vehicle 907 traverses the areas
of irregularity. For instance; as the motive component approaches
the uneven area 948, the wheel sensors 916 may detect compression
psi differences if the ground contains rocks. Likewise, there may
be a sensor attached to the shock absorbers of the motive component
to determine the stress levels on said shocks when traversing such
an uneven area. The GNSS guidance system 902 will detect whether
the vehicle 904 or working component 906 rolls or pitches to a
side, or if the heading is altered due to a bump. If the effects of
the uneven ground result in the vehicle 907 being deflected off
course, the guidance CPU can record this information and instruct
the vehicle to slow down in that location at a future date.
The measurement of the varying distance of the three GNSS antennas
952, 954, 956 from one another, a plurality of satellites, and the
base station 922 along with heading, attitude, motive component
speed, motive component gearing, power, fuel consumption, working
component load, stress loads, and other factors which may affect
vehicle progression through a field will result in providing
knowledge to an extreme detail of the field or piece of land being
driven. Once all measurements are taken, the end-user will be able
zoom in on any particular spot in a field map and view near
topographic details of any location. Knowing where rocks, slopes,
and obstacles are and controlling the vehicle according to this
knowledge will result in greater efficiency, less wear on the
vehicle and working component, and lower costs on vehicle fuel as
well as seeds, chemicals, and other products being distributed.
Recording field conditions in a variety of weather types and a
variety of soil types can also increase efficiency and safety. For
instance; if the field needs to be worked while it is raining,
preplanned path data can be fed to the guidance computer 910 from a
previous field pass from when it was raining This will present a
completely customizable method of vehicle guidance and control
which can be optimized depending on weather type, vehicle type,
soil condition, and other factors.
A preferred embodiment of the present invention will result in
better positioning of the motive component 904 for improved working
component 906 position, attitude, and track. The hitch feedback
sensor 920 will provide feedback regarding working component
attitude and will aid in adjusting a skewed heading. Real time and
post analysis of motive component and working component stress
areas in the field will result in resolving those areas with
additional field preparation or alternations to the motive
component's tires, speed, or power. Generation of data based off of
stressed field conditions will allow future passes to supply
guidance changes to preempt working component track distortions in
difficult field conditions. Applying the preferred embodiment to a
system using adjustable variable rate controllers for applying
chemical, seed, or other material to a field will result in a
guidance system with unparalleled accuracy.
FIG. 27 is a flowchart demonstrating an embodiment of a method of
practicing the present invention. This embodiment does not contain
all possible sensor data, but instead represents an example of an
embodiment of the present invention. The method of practicing the
memory system 902 starts at 960. The guidance computer 910 is
loaded with a pre-planned vehicle guidance path at 962. All vehicle
sensors are initiated and record mode begins at 964. From there,
the vehicle is automatically guided around the selected field at
966. This is either done using automatic steering or by directing a
driver using a light track bar or other typical guidance method.
Alternatively, the vehicle 907 may be driven manually around the
field with the sensors recording data, without the need of a
preplanned path or vehicle guidance process.
The various vehicle and working component sensors are constantly
checking the various systems of the vehicle 907. Simultaneously,
the GNSS guidance subsystem is recording position and orientation
data of the vehicle as it travels upon the pre-planned path. When
one of the various sensors detects a change in the field at 968,
the system 902 stores data to a storage device such as a hard drive
connected to the guidance CPU 910 in the form of a reference point
at 970. This reference point data includes vehicle speed, vehicle
position, vehicle orientation, power output, and any other base
system sensor desired to be recorded by the end user. This
reference data is important for calculating what has occurred at
the particular point in the field where a sensor has picked up a
change in the field layout according to the pre-planned path.
At 972 is a check to determine whether the sensors have determined
if the working component has moved off of the guide-line 942 by an
amount pre-set by the user. If the response to this check is "yes,"
the system 902 records the distance the working component has moved
off of the guideline at 974. From there, the system 902 can
optionally re-align the working component via the connected
motorized hitch 914 at 976. The user may wish not to re-align and
determine the full effect of the field irregularity on the
pre-planned guidance path, in which case the optional step at 976
can be ignored. The method will then loop back to the guidance step
at 966, where sensor checks will continue.
If, at 972, the sensors do not determine the working component has
drifted off of the guide-line 942, then the method proceeds to the
next check-step. This step involves the wheel PSI compaction sensor
at 978, wherein the wheel compaction sensors of the working
component, the motive component, or both determine that the soil
beneath the tire has changed in some fundamental way. If the answer
to this check is a "yes," then the compaction data is recorded at
980 in reference to positional data and orientation data. From
there, the system 902 can optionally slow the vehicle at 982 in
order to compensate for the irregular soil type and ensure a
smoother and more accurate ride by the vehicle 907. From here, the
method loops back to the guidance step at 966, where sensor checks
will continue.
A constant "vehicle shutoff" check is present in the loop at 984.
If the vehicle or system is ever shutoff, it will result in the
system ending at 986.
The guidance computer 910 of the present invention can use guidance
algorithms in common with U.S. Patent Publication No. 2009/0164067
(incorporated herein by reference) for position determination in a
multiple antenna moving-baseline guidance system. Position and
guidance algorithms used by the processors of the present invention
are well known and documented in the prior art.
VIII. Alternative Embodiment Multi-Antenna System 1002
A guidance system 1002 comprising an alternative embodiment of the
present invention is shown in FIG. 28 and includes a motive
component (e.g., tractor) 904 substantially as described above.
Without limitation on the generality of articulated working
components adapted for use with the present invention, an
articulated implement 1006 is shown with first and second implement
sections 1006A and 1006B, which are adapted for rotating relative
to each other around a hinge line 1009 extending generally parallel
to the X axis. Alternatively, various other working components,
such as machines, earthworking equipment, articulated excavator
booms, motor graders and agricultural implements can be utilized
with the system 1002. For example, a wide range of tillage,
cultivating, harvesting, seeding, and spraying implements can be
controlled with the system 1002. Such implements include
side-by-side and front-and-back components, which can be pivotably
connected by hinges and other articulated connections, such as
hitches.
As shown in FIG. 28, the implement sections 1006A, 1006B can
accommodate field conditions requiring independent rotation. For
example, implement section 1006A can be positioned on a sloping
ground surface, such as a terrace, while the other implement
section 1006B can be relatively flat.
The guidance system 1002 can utilize multiple antennas for
independently monitoring positional and attitude (orientation) data
from the tractor 904 and the implement sections 1006A, 1006B. For
example: the tractor 904 can be provided with an antenna 952; the
first implement section 1006A can be provided with antennas 1054,
1055; and the second implement section 1006B can be provided with
antennas 1056, 1057. Respective XYZ GNSS-based coordinates can be
read from each antenna for computing their respective positions,
either on an absolute or relative basis. The first implement
section antennas 1054, 1055 define a first fixed baseline 1096A and
the second implement section antennas 1056, 1057 define a second
fixed baseline 1096B. Variable baselines 1098 are defined between
the tractor antenna 952 and the implement antennas 1054-57.
Although specific antenna configurations are shown, they are not
limiting and the present invention generally contemplates the use
of multiple antennas in various suitable multiples, distributions
and configurations.
The position/attitude determining algorithms used by the guidance
computer 910 can be programmed for the baseline constant and
variable factors for use in computing position/attitude solutions.
For example, the guidance computer 910 can include a switching
function for switching among the antennas in order to optimize the
available GNSS ranging information. See, U.S. Patent Publication
No. 2004/0212533, which is incorporated herein by reference. The
availability of ranging information from multiple antennas can be
important in compensating for GNSS signal blockage, for example,
when equipment or environment obstructions prevent individual
antennas from "seeing" enough satellites. Interference, multipath
and other error sources can lead to position dilution of precision
("PDOP"). These conditions can be compensated for by the
multi-antenna configuration shown in FIG. 28. Of course, the
tractor 904 can also be equipped with multiple antennas defining
additional fixed and variable baselines. Multiple antennas are also
useful for computing "Vector" guidance solutions comprising object
attitude or orientation, direction of travel (heading) and
velocity.
XI. Spray Control System and Method 1120
Referring to FIGS. 29, 29a-c and 30, elements of a spray control
system and method 1120 are illustrated. The spray control system
1120 can be applied to any kind of field spraying but has
particularly advantageous application in environmental spraying in
which the application of certain materials 1122 is restricted by
regulation to designated areas to avoid or minimize adverse
environmental impacts. Areas in which spray of the material 1122 is
allowed are referred to as spray zones 1124, while areas in which
spray of the material 1122 is required to be avoided are referred
to as exclusion zones 1126. The spray zones 1124 are separated from
the exclusion zones 1126 by field boundaries 1128.
The method 1120 makes use of a spray vehicle 1130 which is
illustrated in FIGS. 29 and 29a-c as a tanker truck 1132 having a
tank 1134 holding a quantity of the material 1122 to be sprayed,
such as waste water from oil, gas, and water drilling operations,
or the like. A pump 1136 is connected to the tank 1134 and is
activated to pump the material 1122 to nozzles 1138 transversely
spaced along a transverse spray boom 1140. A GNSS antenna 1142 is
mounted on the spray vehicle 1130 and is interfaced to a GNSS
receiver (e.g., 24a, 524, 604, 734 or 908 described above, or any
other suitable GNSS receiver), which is connected to a controller
or control computer 1144, which is interfaced by way of suitable
drivers and/or relays with the pump 1136 to thereby activate and
deactivate the pump 1136. The controller 1144 may be a conventional
type of computer, including one or more central processing units
(CPUs), memory, mass storage, user interface devices, and
input/output (I/O) ports (not detailed) which are widely
available.
The field boundaries 1128 are surveyed and position coordinates of
the boundaries, as determined by a GNSS receiver or other position
coordinate detecting system, are recorded for entry into the
controller 1144. The boundaries may be surveyed by a vehicle (not
shown) other than the spray vehicle 1130. A longitudinal
nozzle/receiver or boom offset distance "b" is measured between the
GNSS receiver 1142 and the spray boom 1140. The illustrated nozzles
1138 are aimed to spray the material 1122 generally to the rear of
the spray vehicle 1130. When the pump 1136 is at a steady state of
operation spraying the material 1122 from the nozzles 1138, the
material 1122 is sprayed to an average spray range "r" behind the
spray boom 1140. However, there is a spray turn-on lag time
"t.sub.on" between activation of the pump 1136 and the material
1122 reaching the average spray range. Similarly, there is a spray
turn-off lag time "t.sub.off" that occurs between deactivation of
the pump 1136 and the cessation of emission of the material 1122
from the nozzles 1138.
In the spray control method 1120, the GNSS receiver generally
tracks the position of antenna 1142, which it communicates to the
controller 1144. When the spray vehicle 1130 is traveling in an
exclusion zone 1126 toward a spray zone 1124, the 1120 turns on
when the antenna 1142 reaches a spray turn-on boundary 1146.
Conversely, when the spray vehicle 1130 is traveling in a spray
zone 1124 toward an exclusion zone 1126, the system 1120 turns off
when the antenna 1142 reaches a spray turn-off boundary 1148. In
general, when the spray vehicle 1130 is approaching a turn-on
boundary 1146, the controller 1144 causes the pump 1136 to activate
when the GNSS receiver detects that it is at a distance beyond the
turn-on boundary 1146 at which spray of the material 1122 will be
retained within the spray zone 1124. Similarly, when the spray
vehicle 1130 is approaching a turn-off boundary 1146, the
controller 1144 causes the pump 1136 to deactivate when the vehicle
1130 is at a distance beyond the turn-off boundary 1146 at which
deposition of the material 1122 within the exclusion zone 1126 is
prevented.
In an embodiment of the method 1120, when the spray vehicle 1130 is
traveling within an exclusion zone 1126 approaching a spray zone
1124, the controller 1144 causes the pump 1136 to activate within
the spray zone 1124 when the system 1120 detects that the vehicle
1130 is at a turn-on distance "D.sub.on" beyond the turn-on
boundary 1146 equal to the sum of the nozzle/receiver offset
distance plus the spray range minus the product of the spray
vehicle velocity "v" times spray turn-on lag time. The turn-on
distance can be expressed as: D.sub.on=(b+r)-v*t.sub.on When the
spray vehicle 1130 is traveling in a spray zone 1124 approaching an
exclusion zone 1126, the controller 1144 causes the pump 1136 to
deactivate when the system 1120 detects that it is at a turn-off
distance "D.sub.off" beyond the turn-off boundary 1148 equal to the
nozzle/receiver offset minus the product of the spray vehicle
velocity times the spray turn-off lag time. The turn-off distance
can be expressed as: D.sub.off=b-v*t.sub.off It is foreseen that
the turn-on and turn-off distances may need to be adjusted to
insure that the material 1122 is not sprayed onto the exclusion
zone 1126. Thus, the turn-on distance may need to be increased
somewhat and the turn-off distance decreased somewhat to avoid any
spraying onto the exclusion zone 1126.
Referring to FIG. 30, the illustrated spray vehicle 1150 includes a
towing vehicle or tractor 1150 and a towed vehicle or spray
implement 1152, which is hitched to the tractor 1150, which are
similar in many respects to the tractor 10 and the spray implement
506 shown in FIG. 9. The illustrated spray implement 1152 includes
a tank 1154 holding the material 1122 to be sprayed and a
transverse spray boom 156 having a plurality of nozzles 158
transversely spaced therealong and communicating with a pump 1136,
which is controlled by a controller 1144. While the illustrated
spray patterns of the nozzles 1158 suggest a downward spray
direction, it is foreseen that the nozzles 1158 could also be
arranged to have spray patterns similar to the spray nozzles 1138.
The illustrated tractor 1150 has the GNSS antenna 1142 mounted
thereon at a nozzle/receiver offset distance from the spray boom
1156 and interfaced to the controller. The spray control method
1120 may be operated with the spray vehicle 1130 formed by the
tractor 1150 and spray implement 1152 in a manner substantially
similar to operation using the spray truck 1132.
In surveying the field boundaries 1128 for environmental spraying,
it is desirable to simplify the shape of the boundaries, with any
error adjustment being in the direction of avoiding applying the
material 1122 to an exclusion zone. It is foreseen that the field
boundaries 1128 may not always be straight-lined and that the
direction of travel of the spray vehicle 1130 may not always be
perpendicular to a field boundary 1128.
X. Optional Spray Control Valves
The spray control system and method 1120 can optionally include
valves 1162.sub.1 through 1162.sub.n by the controller 1144 to
control the flow of material 1122 from the pump 1136 to the nozzles
1158.sub.1 through 1158.sub.n. There is a valve open lag time which
occurs between opening of a valve 1162 and the material 1122
reaching the average spray range behind the spray boom 1156. The
valve open lag time may be different from the spray lag time
described above and it may vary depending on whether or not the
pump 1136 is being activated simultaneously. Additionally, the
valve open lag time may vary depending on the number of valves 1162
which are currently open or are being opened. Similarly, there is a
valve close lag time between closure of a valve 1162 and the
cessation of material 1122 being emitted from the associated nozzle
1156, which may vary for reasons similar to variation in the valve
open lag time. The variations in the valve open and close lag times
can be measured and entered into the controller 1144 along with the
sets of conditions which are to be processed in selecting a given
valve lag time. In the alternative spray control embodiment 1160,
each valve 1162 is controlled in relation to a segment or portion
of the upcoming field boundary 1128 that is aligned with the valve
1160 and its spray pattern. Although the spray truck 1132 is not
illustrated with individual valves for its nozzles 1138, it is
foreseen that the spray truck 1132 could also be provided with
individual spray valves for use in the alternative spray control
method 1160.
When the spray vehicle 1130 is traveling within an exclusion zone
1126 and approaching a spray zone 1124, the controller 1144 causes
each valve 1162 to be opened within the spray zone 1124 when the
system 1120 detects that it is at a valve open distance beyond the
portion of the turn-on boundary 1146 aligned with that particular
valve 1162 which is equal to the sum of the nozzle/receiver offset
distance plus the spray range minus the product of the spray
vehicle velocity times the valve turn-on lag time, which is
selected according to the conditions described above. When the
spray vehicle 1130 is traveling in a spray zone 1124 approaching an
exclusion zone 1126, the controller 1144 causes each valve 1162 to
be closed when the GNSS receiver 1142 detects that it is at a valve
close distance beyond a portion of the turn-off boundary 1148
aligned with that particular valve 1162 which is equal to the
nozzle/receiver offset minus the product of the spray vehicle
velocity times the valve close lag time, also selected according to
the conditions described above. It is foreseen that, in an
environmental spraying operation, the valve open and close
distances may need to be adjusted somewhat to insure that the
material 1122 is not applied to any exclusion zones 1126.
The spray control method 1120, as described, generally assumes that
the truck 1132 and the tractor 1150 are driven by human operators,
with the method 1120 causing automatic turn-on and turn-off of
spraying equipments based on the locations detected by the GNSS
receivers. It is also foreseen that the truck 1132 or tractor 1150
could be operated in fully automatic navigation modes using
apparatus and techniques described above, in cooperation with the
spray control method 1120.
While the description has been made with reference to exemplary
embodiments, it will be understood by those of ordinary skill in
the pertinent art that various changes may be made and equivalents
may be substituted for the elements thereof without departing from
the scope of the disclosure. In addition, numerous modifications
may be made to adapt the teachings of the disclosure to a
particular object or situation without departing from the essential
scope thereof. Therefore, it is intended that the claims not be
limited to the particular embodiments disclosed as the currently
preferred best modes contemplated for carrying out the teachings
herein, but that the claims shall cover all embodiments falling
within the true scope and spirit of the disclosure.
* * * * *
References