GB2594456A

GB2594456A - System and method for autonomous steering calibration

Info

Publication number: GB2594456A
Application number: GB2006122.2A
Authority: GB
Inventors: Carl Wallstedt Philip; Chowdhury Sagar; Anthony Davis Kevin; Charles Struble Joshua
Original assignee: Caterpillar Inc
Current assignee: Caterpillar Inc
Priority date: 2020-04-27
Filing date: 2020-04-27
Publication date: 2021-11-03
Also published as: GB202006122D0

Abstract

A system is provided for autonomous steering calibration for a vehicle, such as an autonomous machine like an off-highway haul truck or a motor grader. The system includes a sensor generating a signal indicating an operational characteristic of the vehicle, an actuator coupled to vehicle steering which communicates feedback from the steering, and one or more control circuits, such as GPS, anti-lock brakes or electronic brakeforce distribution, for controlling a different operational characteristic of the vehicle. A controller detects a position of the vehicle on a calibration surface based on the signal from the sensor (step 202) and receives feedback from the actuator (step 204) while the control circuits are disabled. The controller also drives the vehicle to read data (step 206) and calculates a calibration value based on one or more of the feedback and the read data (step 208), optimally to reach a steady state. The system may use a pure pursuit algorithm. Also provided is a vehicle and a calibration method 200.

Description

SYSTEM AND METHOD FOR AUTONOMOUS STEERING CALIBRATION

Technical Field

[0001] The present disclosure relates to a system and method for autonomous steering calibration. More particularly, the present disclosure relates to a system and method for autonomous steering calibration of a vehicle

Background

[0002] Autonomous worksites are designed to provide productivity gains by implementing consistent processes. Such worksites generally prove be more consistent since they are less or almost non-reliant on any user action to provide productivity gains. Such worksites may employ a plurality of autonomous machines such as, for example, off-highway haul trucks, motor graders, and other types of heavy equipment to perform a variety of tasks. Primary operation of such machines may be controlled by a combination of on-board and off-board computers, processors, and other electronic controllers rather than human operators. Machines which involve the human operators for any diagnostic and/or calibration purposes, such as steering bias measurement, are generally susceptible to human errors, variability, and other constraints based on experience level and skills of the human operators.

[0003] There have been efforts to minimize or virtually remove involvement of the human operators to address the aforementioned issues, to develop improved systems related to autonomous calibration of machines. To operate the autonomous machines safely and efficiently on the work site, the machines are required to be properly calibrated, particularly for any steering bias. The machines are also generally equipped with sensors for detecting information regarding characteristics of the machine itself, and any noise detected during calibration and/or diagnostics of the machine. There have also been constraints regarding bias in travel or calibration surface during calibration of autonomous machines. As a result, there is a need to improve autonomous operations to enhance the productivity of the machines while reducing the human intervention in controlling the operation of the worksite.

[0004] U. S. Patent Number 10,160,485 describes a steering control method and device for autonomous vehicles. The steering control method includes sensing traffic lanes on a road on which a vehicle is being driven and deriving a vanishing point positioned on lines extending from the traffic lanes. A sensitivity of a steering angle that corresponds to a vertical coordinate of the vanishing point in a matrix and an initial steering angle that corresponds to a horizontal coordinate are then determined. Further, a steering control value that corresponds to the initial steering angle and the sensitivity of the steering angle are determined.

[0005] The present disclosure is directed to overcoming one or more of the problems set forth above and/or other problems of the prior art. The present invention is directed towards solving one or more of the problems as set forth above.

Summary

[0006] In an aspect of the present disclosure, a system for autonomous steering calibration for a vehicle is provided. The system includes a sensor, The sensor is configured to generate a signal indicative of an operational characteristic of the vehicle. The system has an actuator. The actuator is communicably coupled to a steering of the vehicle. The actuator is adapted to communicate feedback from the steering of the vehicle. The system further has one or more control circuitry. The one or more control circuitry are communicably coupled to the vehicle. The one or more control circuitry are configured to control the operational characteristic of the vehicle other than the steering. The system has a controller. The controller is communicably coupled to the sensor, the actuator, and the one or more control circuitry. The controller is configured to detect position of the vehicle on a calibration surface based on the signal from the sensor. The controller is configured to receive the feedback from the actuator. The feedback is received by the actuator while the one or more control circuitry are disabled. The controller is further configured to drive the vehicle to read data Moreover, the controller is configured to calculate a calibration value for the vehicle. The calibration value is obtained based on one or more of the feedback and the read data [0007] In an aspect of the present disclosure a vehicle is provided. The vehicle includes a steering. The vehicle further includes a system for autonomous steering calibration for the vehicle. The system has a sensor configured to generate a signal indicative of an operational characteristic of the vehicle. The system further has an actuator. The actuator is communicably coupled to the steering of the vehicle. The actuator is adapted to communicate feedback from the steering of the vehicle. The system has one or more circuitry. The one or more circuitry are communicably coupled to the vehicle. The one or more control circuitry are configured to control the operational characteristic of the vehicle other than the steering. Moreover, the system has a controller. The controller is communicably coupled to the sensor, the actuator, and the one or more control circuitry. The controller is configured to detect position of the vehicle on a calibration surface based on the signal from the sensor. The controller is further configured to receive the feedback from the actuator. The feedback is received by the actuator while the one or more control circuitry are disabled. The controller is further configured to drive the vehicle to read data. Moreover, the controller is configured to calculate a calibration value for the vehicle. The calibration value is obtained based on one or more of the feedback and the read data.

[0008] In an aspect of the present disclosure, a method for autonomous steering calibration for a steering of a vehicle is provided. The method includes detecting position of the vehicle on a calibration surface based on a signal from a sensor. The sensor generates the signal indicative of an operational characteristic of the vehicle, The method includes receiving a feedback from an actuator. The feedback is received by the actuator while one or more control circuitry are disabled, and the actuator communicates the feedback from the steering of the vehicle, and the one or more control circuitry control the operational characteristic of the vehicle other than the steering. The method includes driving the vehicle to read data. The method further includes calculating a calibration value for the vehicle. The calibration value is obtained based on one or more of the feedback and the read data.

Brief description of Drawings

[0009] FIG. 1 illustrates an exemplary vehicle, in accordance with an embodiment of the present disclosure; [0010] FIG. 2 illustrates a schematic view of a system for autonomous steering calibration of the vehicle, in accordance with an embodiment of the present disclosure; and [0011] FIG. 3 illustrates a flowchart of a method for autonomous steering calibration of the vehicle, in accordance with an embodiment of the present disclosure.

Detailed Description

[0012] Wherever possible, the same reference numbers will be used throughout the drawings to refer to same or like parts. FIG. 1 illustrates a vehicle 100, The vehicle 100 may be an autonomous machine which may be an unmanned machine including on-board and/or off-board computers, processors, and/or other electronic controllers which, based on input from various machine sensors, stored data, and control algorithms, provides outputs to control various machine systems such as steering, braking and propulsion to accomplish desired tasks.

[0013] The vehicle 100 may include, for example, an earth moving machine such as an off-highway haul truck, a wheel loader, a motor grader, a fluid delivery truck, or any other mobile machine known in the art. For example, an autonomous haul truck may include on-board systems that determine the position and heading of the machine, and control steering, propulsion, and braking to follow a route provided by an off-board path planning system and to avoid obstacles in the machine's path. The vehicle 100 may alternatively be a semi-autonomous machine which may provide some functions that are controlled by the on-board and off-board systems, while allowing an operator to control other functions, [0014] The vehicle 100 may have a power source (not shown). The power source may include an engine such as, for example, a diesel engine, a gasoline engine, a gaseous fuel powered engine such as a natural gas engine, or any other type of engine apparent to one skilled in the art Power source may alternatively include a non-combustion source of power such as a fuel cell, a power storage device, an electric motor, or other similar mechanism. Power source may be connected to traction devices 110 via a direct mechanical coupling, an electric circuit, a hydraulic circuit, or in any other suitable manner.

[0015] A path planner may be associated with worksite which may include a system 150. The system 150 may generate a calibration plan or "calibration roadmap" designating a recommended calibration route by which the vehicle 100 may efficiently visit one or more calibration sites within worksite while circumventing calibration excluded (or exclusion) zones. The worksite may have a planning checkout (PCT) area or any other area suitable for calibration and/or diagnostics of the vehicle 100 in accordance with the present disclosure. A calibration exclusion zone may be an area within worksite that is excluded by the system 150 for purposes of calibration. Calibration sites may have the PCT area which includes road segments or calibration surfaces within the worksite that are adequate for calibration of an aspect of a vehicle calibration model associated with the vehicle 100. Calibration exclusion zones may include road segments on worksite which may include an intersection or a loading and/or dumping zone. Further, the system 150 may allow steering calibration to take place in the PCT area based on a user input to start or trigger the system 150, however in some cases the system 150 may be triggered automatically while the vehicle 100 is undergoing general tasks or operations within the worksite.

[0016] The vehicle 100 includes traction devices 110. The vehicle 100 further includes a steering 130. The traction devices 110 may function to steer and/or propel the vehicle 100. The vehicle 100 may be directed by the system 150 to perform a task related to the preparation of the calibration surface. For example, such tasks may include a dozing operation, a grading operation, a leveling operation, a bulk material removal operation, and/or any other type of operation that results in alteration of the current geography and/or road attributes to condition the calibration surface.

[0017] The vehicle 100 has the system 150 (illustrated in FIGS. 1, and 2) for regulating the autonomous steering calibration of the steering 130. The present disclosure refers to autonomous steering calibration, however actual implementation of the system 150 may allow calibration and/or diagnostic for the vehicle 100. The system 150 has a sensor 120. The sensor 120 is configured to generate a signal indicative of an operational characteristic of the vehicle 100. Further, the vehicle 100 has an actuator 160. The actuator 160 is communicably coupled to the steering 130 of the vehicle 100. The actuator 160 communicates (i.e. receive) feedback from the steering 130. In some cases, the actuator 160 may also be able to actuate or change any operational variable or data of the steering 130 during calibration of the vehicle 100. The actuator 160 is also communicably coupled to the controller 140 in accordance with autonomous steering calibration of the present disclosure, [0018] The system 150 has one or more control circuitry 170, however the present figure illustrates only one control module 170 from simplicity of explanation considerations. The one or more control circuitry 170 are communicably coupled to the vehicle 100. The one or more control circuitry 170 are configured to control the operational characteristic of the vehicle 100 other than the steering 130. In some embodiments, the control circuitry 170 may be configured to selectively control even the steering 130, along with the operational characteristics of the vehicle 100. The controller 140 is communicably coupled to the sensor 120, the actuator 160 and the control circuitry 170. The system 150 may calibrate and/or recalibrate the steering 130 used to autonomously control the vehicle 100 on a worksite. The worksite may include, for example, a mine site, a landfill, a quarry, a construction site, or any other type of worksite known in the art.

[0019] The system 150 may include components configured to monitor, record, condition, store, index, process, and/or communicate information received from sensors 120, and/or on-board controller 140 of the vehicle 100 at the worksite. These components may include, for example, a memory, one or more data storage devices, one or more processors or central processing units, or any other components, including tangible, physical, and non-transitory (hardware and software) components.

[0020] In addition to service-related needs, the system 150 may also monitor and address calibration-related needs for vehicle 100. Calibration-related needs may exist for the vehicle 100 throughout the li fespan of the vehicle. For example, calibration is needed when the vehicle 100 is new and/or after the vehicle 100 has been in use for any particular amount of time. Initially, the vehicle calibration model stored in a computer memory accessible by on-board controller 140 of the vehicle 100 may be uncalibrated. If a vehicle calibration model has been calibrated, over time, it may require recalibrati on for various reasons. For example, the vehicle calibration model may require recalibration when replacement and/or repair of any part of the vehicle 100 is performed. The system 150 may store preconfigured calibration parameters of the vehicle 100 and may schedule the calibration based on the calibration needs of the vehicle 100 and the calibration parameters.

[0021] In some embodiments, the one or more control circuitry 170 include one or more of a global positioning system (GPS), an anti-lock brake system (ABS), and an electronic brakeforce distribution, (EBD). The operational characteristic of the vehicle 100 may be selected from one or more of a steering angle, and a vehicle speed. It should be contemplated that the present disclosure is not limited to aforementioned parameters only, and any other similar and/or relevant parameters may also be envisioned within the scope of present disclosure.

[0022] The controller 140 may include means for monitoring, recording, conditioning, storing, indexing, processing, and/or communicating information received from the sensor 120. These means may include, for example, a memory, one or more data storage devices, one or more processors or central processing units, or any other components, including tangible, physical, and non-transitory components, which may be used to run the received information. Furthermore, although aspects of the received information may be described generally as being stored within a computer memory, one skilled in the art will appreciate that these aspects can be stored on or read from different types of computer program products or non-transitory and tangible computer-readable media such as computer chips and secondary storage devices, including hard disks, floppy disks, optical media, CD-ROM, or other forms of RAM or ROM.

[0023] FIG. 2 illustrates the system 150 including the controller 140 which is communicably coupled to the sensor 120, the actuator 160, and the control circuitry 170. The present figure illustrates multiple control circuitry 170 which may be associated with different components, parts or sub-systems of the vehicle 100. The controller 140 is configured to detect position of the vehicle 100 on a calibration surface based on the signal from the sensor 120. The calibration surface may be one or more of a straight surface, and a level surface, or any other calibration/testing surface as known or used in the relevant art. In some embodiments, the vehicle 100 may undergo multiple passes such as two passes in both directions on the calibration surface so as to avoid or check any noise (such as local grade and bank etc.) associated with non-uniformity of the calibration surface. The vehicle 100 may be loaded or empty, which may be taken into account in accordance with embodiments of the present disclosure by the controller 140 of the system 150.

[0024] The controller 140 receives the feedback from the steering 130. In some embodiments, the feedback may be any data, parameter, command for the controller 140 as will be required for working of the system 150. The feedback is received by the actuator 160 while the control circuitry 170 are disabled. The disabled controller 1 may allow the system 150 to calibrate and take data in accordance with algorithms or methods such as "pure pursuit algorithm". This allows recording of data by the system 150 without any hindrance or noise from the one or more control circuitry 170, as may be required in accordance with the present disclosure.

[0025] The present disclosure may be implemented by any vehicle steering control methods, which are typically are known or used in the art. Representative vehicle steering control methods may include a pure pursuit method, a Stanley method, a proportionalintegral-derivative (MD) control method, a kinematic control method, and an optimal control method. It should be contemplated that the present disclosure is not limited to aforementioned methods only, arid any relevant methods may also be envisioned within the scope of present disclosure.

[0026] As used herein, "the pure pursuit method" is one of available path tracking methods and may include a process of geometrically calculating the curvature of an arc that connects rear axle location to a goal point on the path ahead of the vehicle 100. The coordinates of the goal point may be determined from a predetermined look-ahead distance from the current rear axle position to the desired path. The steering angle of the vehicle 100 may be determined using only the coordinates of the goal point and the angle between the vehicle's heading vector and the look-ahead vector.

[0027] The Stanley method is a path tracking approach used in an unmanned vehicle that is being developed at Stanford University. The Stanley method uses a nonlinear feedback function of the cross-track error measured from the center of front axle to the nearest path point. Further, the proportional-integral-derivative (PM) control method is an approach using feedback control, and includes processes of measuring the output of the steering angle to be adjusted, calculating an error by comparing the output with the desired reference value or setpoint, and calculating a control value necessary for the adjustment using the error. The kinematic control method and the optimal control method, which use a vehicle model, may calculate a steering value using the kinematic features of the vehicle model.

[0028] The controller 140 is further configured to drive the vehicle 100 to read data. The read data may be primarily calibration or test data which is generated by the vehicle 100 during calibration. Additionally, or alternatively, the read data may any data, operational parameter, and the like of the vehicle 100 which allows to calibrate the steering 130 of the vehicle 100 in accordance with the present disclosure. The controller 140 drives the vehicle 100 to read data so as to reach a steady state. In some embodiments, the vehicle 100 may be driven below a pre-determined threshold speed below which the system 150 may be expected to capture data, as per the requirement of the present disclosure. The steady state may include detection of near equilibrium values of one or more of the feedback and the read data. In some embodiments, the system 150 may modify how, at what operational parameters such as speed limit at which the vehicle 100 can operate. For example, if a pre-set or condition-specific calibration relates to a particular travel speed of the vehicle 100, the system 150 may limit the travel speed of the vehicle 100 in accordance with which the calibration is required.

[0029] The controller 140 then calculates a calibration value for the vehicle 100. The calibration value is obtained based on one or more of the feedback value and the read data. The feedback value may be generated by executing an algorithm (such as the pure pursuit algorithm in some embodiments) and pre-stored in the system 150. In some embodiments, the controller 140 may receive the signal from the sensor 120. The controller 140 may maintain safe and efficient operation of the vehicle 100 on the worksite by performing an operation on the received signal by exchanging the signal information with, for example, a memory, a look-up table, a control map, within the system 150.

[0030] The controller 140 calculates the calibration value for the vehicle 100 using one or more of on-board and off-board computers (or electronics), processors, and other electronic controllers rather than human operators. The vehicle 100 and the system 150 which make application of the controller 140 thus rely on autonomous calibration rather than reliance on involvement of the human operators for any diagnostic and/or calibration purposes, such as steering bias measurement. This allows the controller 140 of the system 150 to autonomous calibrate the steering 130 of the vehicle 100 using the sensor 120, the actuator 160, and the control circuitry 170 of the system 150.

[0031] In some embodiments, the sensor 120 may be a steering angle sensor. The steering angle sensor may detect an actual steering angle of the vehicle 100. The steering angle may be detected in a variety of ways. For example, the steering angle sensor may sense a location, angle, and/or other characteristic of a component of the traction device, such as a wheel hub. In another embodiment, the steering angle sensor may sense a location, angle, and/or other characteristic of another component of the vehicle 100, such as a rack and/or a pinion when the vehicle 100 is turned by a rack-and-pinion steering system. In that case, a rotation angle of the pinion and/or a translation of the rack may be sensed, and either steering angle sensor, the controller 140, or another processor may determine the steering angle of the vehicle 100 using this information. The steering angle sensor is not limited to a specific location on the vehicle 100. Likewise, the system 150 is not limited in the ways in which the system 150 detects the steering angle of the vehicle 100.

[0032] The system 150 may also have a location sensor and a direction sensor. The location direction sensor may determine an actual geographical location of the vehicle 100 while the direction sensor detects the direction in which direction the vehicle 100 is headed (or the opposite direction for reversing of the vehicle 100) on the worksite. The location and direction of the vehicle 100 may be detected in a variety of ways. For example, the direction sensor may utilize a positioning system, to determine various operating parameters of the vehicle 100 such as velocity, pitch rate, yaw rate, roll rate, etc. The positioning system may utilize Global Positioning System (GPS) data along with data from an Inertial Measurement Unit (INTLT), which typically includes one or more yaw rate sensors such as gyroscopes, to calculate direction. In another embodiment, the location and direction sensor may include a local position detecting system that indicates the geographical location and/or direction of the vehicle 100 relative to one or more transmitters on the worksite. Either the location and direction sensor, the controller 140, or another processor may determine the location of the vehicle 100 and/or the actual direction of the vehicle 100 based on this information. The location and direction sensor is not limited to a specific location on the vehicle 100, however, and is not limited in the way that it detects the location of the vehicle 100. The controller 140 may procure data from other data sources, for example, cell tower and/or satellite, in accordance with some embodiments of the present disclosure.

Industrial Applicability

[0033] The system and method of the present disclosure may be applicable to any mobile vehicle (such as the vehicle 100) or machine utilizing the system 150 to allow autonomous steering calibration. The vehicle 100 may store in memory multiple vehicle calibration models corresponding to different worksite conditions. For example, the vehicle 100 may store different vehicle calibration models for dry road conditions, icy road conditions, and wet road conditions. When the worksite conditions change on the worksite, the appropriate vehicle calibration model may be calibrated and used to control the vehicle 100. The present disclosure allows the autonomous steering calibration to be done within the planning checkout (PCT) area that is available at the worksite.

[0034] FIG. 3 illustrates a method 200 for autonomous steering calibration for the steering 130 of the vehicle 100. The method 200 may include a "first phase" which may allow to "measure value(s) by the actuator 160 but not to change value of any parameter, particularly by the one or more control circuitry 170" and a "second phase" which may allow to "measure and change value(s) of specific parameters based on the combined input of the actuator and the one or more control circuitry 170-. The control circuitry are generally required to remain deactivated in the first phase, and are configured to be activated in the second phase in accordance with the present disclosure.

[0035] As illustrated, at step 202, the method 200 includes detecting position of the vehicle 100 on the calibration surface based on the signal from the sensor 120. The sensor 120 generates the signal indicative of the operational characteristic of the vehicle 100. At step 204, the method 200 includes receiving the feedback from the actuator 160 (of the steering 130). The feedback is received by the actuator 160 while one or more control circuitry 170 are disabled. The actuator 160 communicates feedback from the steering 130 of the vehicle 100, and the one or more control circuitry 170 control the operational characteristic of the vehicle 100 other than the steering 130. In some embodiments, the actuator 160 may send feedback to the steering 130 of the vehicle 100 as per the need of the application. The steps 202, 204 may together constitute the first phase of the method 200. At step 206, the method 200 includes driving the vehicle 100 to read data. At step 208, the method 200 includes calculating a calibration value for the vehicle 100. The calibration value is obtained based on one or more of the feedback and the read data. The steps 206, 208 may together constitute the second phase of the method 200.

[0036] The system 150 of the present disclosure provides autonomous steering calibration for the vehicle 100 and prevents human variability and chances of associated errors. Further, the system may find application to calibrate and/or diagnose the vehicle 100 to suit different algorithms, such as the pure pursuit algorithm [0037] The system 150 of the present disclosure allows use of the controller 100 based on combination of on-board and off-board computers, processors, and other electronic controllers rather than human operators. Further, the vehicle 100 of the present disclosure avoids or reduces involvement of the human operators for any diagnostic and/or calibration purposes, such as steering bias measurement. This makes the vehicle 100 and the system 150 not susceptible to human errors, variability, and other constraints based on experience level and skills of the human operators.

[0038] While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed machines, systems and method 200s without departing from the spirit and scope of what is disclosed Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof

Claims

--1 3 --Claims What is claimed s: 1 A system for autonomous steering calibration for a vehicle, the system comprising: a sensor configured to generate a signal indicative of an operational characteristic of the vehicle; an actuator communicably coupled to a steering of the vehicle, the actuator adapted to communicate feedback from the steering of the vehicle; one or more control circuitry communicably coupled to the vehicle, the one or more control circuitry configured to control the operational characteristic of the vehicle other than the steering, and a controller communicably coupled to the sensor, the actuator, and the one or more control circuitry, the controller configured to: detect position of the vehicle on a calibration surface based on the signal from the sensor; receive the feedback from the actuator, wherein the feedback is received by the actuator while the one or more control circuitry are disabled, drive the vehicle to read data; and calculate a calibration value for the vehicle, wherein the calibration value is obtained based on one or more of the feedback and the read data.
2 The system of claim 1, wherein the controller drives the vehicle to read data so as to reach a steady state, wherein the steady state includes detecting near equilibrium values of one or more of the feedback and the read data.
3. The system of claim 1, wherein the feedback is received as per an algorithm which is pre-stored in the system.
4. The system of claim 3, wherein the algorithm is a pure pursuit algorithm.
5. The system of claim 1, wherein the calibration surface is one or more of a straight surface, and a level surface.
6. The system of claim 1, wherein the operational characteristic of the vehicle is selected from one or more of a steering angle, and a vehicle speed.
7 The system of claim 1, wherein the one or more control circuitry include one or more of a global positioning system (UPS), an anti-lock brake system (ABS), and an electronic brakeforce distribution, (EBD).
8. A vehicle comprising: a steering; a system for autonomous steering calibration for the vehicle, the system comprising: a sensor configured to generate a signal indicative of an operational characteristic of the vehicle; an actuator communicably coupled to the steering of the vehicle, the actuator adapted to communicate feedback from the steering of the vehicle; one or more control circuitry communicably coupled to the vehicle, the one or more control circuitry configured to control the operational characteristic of the vehicle other than the steering; and a controller communicably coupled to the sensor, the actuator, and the one or more control circuitry, the controller configured to: detect position of the vehicle on a calibration surface based on the signal from the sensor; receive the feedback from the actuator, wherein the feedback is received by the actuator while the one or more control circuitry are disabled; drive the vehicle to read data, and calculate a calibration value for the vehicle, wherein the calibration value is obtained based on one or more of the feedback and the read data.
9 The vehicle of claim 8, wherein the controller drives the vehicle to read the data so as to reach a steady state, wherein the steady state includes detecting near equilibrium values of one or more of the feedback and the read data.
The vehicle of claim 8, wherein the feedback is received as per an algorithm which is pre-stored in the system.
11. The vehicle of claim 10, wherein the algorithm is a pure pursuit algorithm 12 The vehicle of claim 8, wherein the calibration surface is one or more of a straight surface, and a level surface.13 The vehicle of claim 8, wherein the operational characteristic of the vehicle is selected from one or more of a steering angle, and a vehicle speed.14. The vehicle of claim 8, wherein the one or more control circuitry include one or more of a global positioning system (GPS), an anti-lock brake system (ABS), and an electronic brakeforce distribution, (EBD) A method for autonomous steering calibration for a steering of a vehicle, the method comprising: detecting position of the vehicle on a calibration surface based on a signal from a sensor, wherein the sensor is configured to generate the signal indicative of an operational characteristic of the vehicle, receiving a feedback from an actuator, wherein the feedback is received by the actuator while one or more control circuitry are disabled, and wherein the actuator is --1 6--adapted to communicate the feedback from the steering of the vehicle, and the one or more control circuitry are configured to control the operational characteristic of the vehicle other than the steering, and driving the vehicle to read data; and calculating a calibration value for the vehicle, wherein the calibration value is obtained based on one or more of the feedback and the read data.16 The method of claim 15, wherein the data is read so as to reach a steady state, wherein the steady state includes detecting near equilibrium values of one or more of the feedback and the read data.17. The method of claim 15, wherein the feedback is received as per an algorithm which is pre-stored in the vehicle.18 The method of claim 17, wherein the algorithm is a pure pursuit algorithm 19. The method of claim 15, wherein the calibration surface is one or more of a straight surface, and a level surface.20. The method of claim 15, wherein the operational characteristic of the vehicle is selected from one or more of a steering angle, and a vehicle speed.