WO2022123347A1

WO2022123347A1 - Methods and systems for controlling motion of agricultural vehicles

Info

Publication number: WO2022123347A1
Application number: PCT/IB2021/060149
Authority: WO
Inventors: Nicolas Boulard
Original assignee: Agco International Gmbh
Priority date: 2020-12-10
Filing date: 2021-11-03
Publication date: 2022-06-16
Also published as: GB202019443D0

Abstract

A control system, and associated method, is provided for controlling motion of an agricultural vehicle. An implement location indicative of a last known location of an implement in a mapped region and a manoeuvre location associated with that implement location are used to define a path along which the vehicle may move during a coupling/uncoupling process. With the vehicle positioned on or proximal to the path, the motion of the agricultural vehicle is controlled such that it moves substantially along the path towards the implement location to position the vehicle at or proximal to the implement for coupling thereto.

Description

METHODS AND SYSTEMS FOR CONTROLLING MOTION OF AGRICULTURAL

VEHICLES

TECHNICAL FIELD

The present invention relates, in general, to agriculture technology, and in particular to methods and systems for controlling motion of agricultural vehicles and machinery.

BACKGROUND

Automation (or at least semi-automation) of agricultural operations has been shown to reduce operating costs, improve working conditions for operators and reduce operator error. In turn, this enables potential gains in operational efficiency and yield.

As an example, automated guidance systems are known for controlling motion of a vehicle within a mapped region, e.g. a particular field, based on reference points, stored map data and/or Global Navigation Satellite Systems (GNSS). The effectiveness and usefulness of such automated systems is highly dependent on the accuracy of the map or positioning system used. Improvements in the accuracy of the positioning systems used enables much greater control over the motion of the vehicle and, as such, high precisions systems such as Real Time Kinematic (RTK) satellite navigation (which can provide up to centimetre- 1 eve I accuracy in position) may be particularly beneficial.

As background, RTK satellite navigation enhances the precision of position data derived from satellite-based positioning systems such as GPS, GLONASS, Galileo and the like, using measurements of the phase(s) of a tracked satellite signal’s carrier wave(s), rather than the information content of the signal. RTK systems use a single base station transceiver (or transmitter) as a reference station (e.g., with known geographical coordinates) to provide real-time corrections or correctors to a number of mobile units (e.g., rover receiver units). The base station broadcasts the correction to the observed phase based on its known location, and the mobile units apply the broadcast correction to their own respective phase measurements. The range of an RTK base station is limited, and the RTK base station may use a real-time communications channel, such as an RF signal, to communicate GNSS information (e.g., correction information or correctors) to the mobile units (e.g., vehicles). It would be advantageous to utilise such technologies to assist with operation of agricultural vehicles and the like.

SUMMARY OF THE INVENTION

In an aspect of the invention there is provided a control system for controlling motion of an agricultural vehicle, the control system comprising one or more controllers, and being configured to: retrieve an implement location indicative of a last known location of an implement in a mapped region; retrieve a manoeuvre location associated with the implement location, the implement location and manoeuvre location defining a path therebetween along at least part of which the vehicle may move; and in dependence on a determination that the vehicle is positioned on or proximal to the path, output one or more control signals for controlling motion of the agricultural vehicle along at least part of the path towards the implement location to position the vehicle at or proximal to the implement for coupling thereto.

Advantageously, the control system is operable to assist with the coupling of the vehicle and implement through (at least partly) automating control over the final manoeuvre of the vehicle to bring it into position at or proximal to the location of the implement for subsequent coupling. For instance, in use, the control system may automate control over the final manoeuvre process once an operator of the vehicle has manually manoeuvred the vehicle to (or at least near to) the defined path. In this manner, the control system may reduce complexity of the coupling process for the operator and thereby potentially increase the efficiency of such processes.

The implement may comprise, for example, a towed implement, which may be a planter, sprayer, spreader, seeder, harrow, plough etc. The vehicle may include a corresponding coupling point for coupling the implement thereto, which can include a tow bar, three-point hitch, etc.

The last known location of the implement may be determined in dependence on the location of a trigger event corresponding to a previous uncoupling of the implement. The location of the trigger event corresponding to a previous uncoupling of the implement may correspond to the location of the last known uncoupling of the implement from the agricultural vehicle controllable by the control system. Here, the control system itself may be operable to identify an implement location corresponding to a given implement for subsequent use, thereof. Alternatively, the location of the trigger event corresponding to a previous uncoupling of the implement may correspond to the location of the last known uncoupling of the implement from a further vehicle. The further vehicle may, in embodiments, also be controllable by the control system or an equivalent system associated with that further vehicle such that multiple vehicles may be operable (or may comprise or be operable under one or more respective systems) to generate location data for subsequent use by the control system of the invention.

The control system may be operable to identify an implement location corresponding to a given implement in dependence on the occurrence of a given trigger event. The control system may be operable to store the identified implement location within a memory accessible by the control system for subsequent retrieval. The trigger event may be a change in an operational mode of the implement, such as switching the implement into a “park” mode, for example. The trigger event may be a disconnection of one or more components, e.g. electrical, hydraulic, pneumatic cables or connections from the implement. The trigger event may correspond to a user request to store the location of the implement, such as a user input by an operator of the vehicle via a user interface associated with the vehicle, for example. The control system may be operable to prompt an operator of the vehicle to request storage of the implement location, for example by controlling a user interface associated with the vehicle to display or otherwise output an actionable prompt to the operator. The control system may be operable to output said prompt in dependence on a trigger event. The control system may be operable to identify and store the implement location automatically in response to an occurrence of a trigger event.

The implement location may include an implement identifier. The implement identifier may be indicative of the type, size, weight, etc. of the implement. The implement identifier may comprise information relating to relevant vehicle-implement connections required to couple the implement to the or another vehicle. In embodiments, the implement identifier may comprise information relating to the location on the (or another) vehicle where the implement can be coupled, for example whether the implement is to be coupled at the front or rear of the vehicle.

The manoeuvre location may be determined in dependence on the implement location. For instance, the manoeuvre location may be determined to be a predetermined distance from the implement location, e.g. up to 5m, or up to 10m from the implement location.

Alternatively, the manoeuvre location may correspond to a position taken up by a vehicle during a previous uncoupling process associated with that implement. As with the determination of the implement location, the vehicle here may be the agricultural vehicle controllable by the control system of the invention, and the control system itself may be operable to determine the manoeuvre location for a given implement in dependence on a position taken up by the vehicle during a previous uncoupling process of the implement. The control system may be operable to prompt an operator to manually manoeuvre the vehicle following an uncoupling of the implement, e.g. prompt the operator to move the vehicle away from the implement.

The vehicle may be a further vehicle which, in embodiments may also be controllable by the control system or an equivalent system associated with that further vehicle such that multiple vehicles may be operable (or may comprise or be operable under one or more respective systems) to generate location data for subsequent use by the control system of the invention.

The manoeuvre location may include a manoeuvre identifier. The manoeuvre identifier may be dependent on the implement type, e.g. as defined by an implement identifier associated with the implement. The manoeuvre identifier may indicate a required orientation of the vehicle at the manoeuvre location, e.g. such that the vehicle may, once positioned at the manoeuvre location (or at least on or proximal to the path between the manoeuvre location of the implement location), move forwards or backwards along the path and be correctly orientated with respect to the implement for subsequent coupling.

The path may comprise a substantially straight path between the implement location and the manoeuvre location. That is the path may comprise no or substantially no corners, curves or other changes in heading. Alternatively, at least part of the path may be curved, for instance to bypass an obstacle between the implement location and the manoeuvre location.

As discussed herein, in embodiments the path may correspond to a path previously travelled by the vehicle or a further vehicle in generating the implement and manoeuvre locations. Alternatively, for instance where the manoeuvre location is determined to be a pre-determined distance from the implement location the path may be generated automatically as straight or curved path between the locations, as appropriate.

In embodiments, the control system may be operable to determine the location of the vehicle with respect to the path. For example, the control system may be configured to communicate with a positioning module associated with the vehicle to receive positional data therefrom indicative of the position of the vehicle within (or in relation to) the mapped region, and optionally determine a distance or location of the vehicle with respect to the path in dependence thereon.

The control system may be configured to continuously or periodically utilise positional data from a position module of the vehicle to determine location of the vehicle with respect to the path, or one or more implement locations within the mapped region. Alternatively, this may be activated by an operator, e.g. upon the operator submitting a user request to identify the location of a particular implement.

The control system may be operable to control output of a user prompt in dependence on the vehicle being positioned at or proximal to a particular implement location or path associated therewith. The control system may be operable, e.g. in response to a user request, to output one or more control signals for controlling motion of the vehicle to manoeuvre the vehicle onto the path, and optionally to subsequently proceed with a coupling process, e.g. by manoeuvring the vehicle along the path to the implement location. Alternatively, the control system may be operable to control operation of a user interface associated with the vehicle to output one or more instructions for the operator to manually control the vehicle to manoeuvre the vehicle onto the path. In such instances, the control system may then be operable to control output of a user prompt for initiating a coupling process.

The control system may be operable to output the one or more control signals for controlling operation of a steering system of the vehicle, a braking system, a power unit, transmission, or the like, for example, for controlling one or more aspects of the motion of the vehicle.

In embodiments, the control system may be operable to only partially control motion of the vehicle. That is, the control system may be operable to control operation of one or more vehicle systems, but the operator of the vehicle may still retain control over one or more further systems. This may take the form of the control system controlling operation of the steering system and/or power unit, for example, with the operator retaining control of the braking system. The control system may be operable to control the steering system, only. Such arrangements may herein be referred to as “semiautomated”.

Alternatively, the control system may be operable to control one or more vehicle systems without further user input to manoeuvre the vehicle along the path. This may be referred to herein as “fully automated”

The control system may be operable to control the motion of the vehicle along the path in dependence on the type or identity of the vehicle used to generate the implement location, manoeuvre location and/or path. For instance, where a differently sized vehicle is used to generate such locations or the path, it may be necessary to for the vehicle controlled by the control system to be moved a different distance along the path (when compared with the further vehicle) in order to correctly position the vehicle with respect to the implement location.

The control system may be operable, e.g. upon an operator initiated request, to retrieve an implement location for a given implement. The control system may be configured to control a user interface associated with the vehicle to output an indicator to an operator corresponding to the implement location. The indicator may comprise an audible or visual indicator, such as an identification of the implement location on a graphical representation of the mapped region.

The implement location, manoeuvre location and or the location of the vehicle within or with respect to the mapped region may be obtained from or in dependence on positional data from a positioning system, which may be a satellite-based positioning systems such as GPS, GLONASS, Galileo and the like. In embodiments, the positioning system may be a Real Time Kinematic (RTK) satellite navigation system. In such embodiments, the control system may be communicable with one or more base stations located within or proximal to the mapped region, and may be configured to retrieve or itself determine positional data based on implement locations, manoeuvre locations, paths and the location of one or more vehicles within the mapped region determined using the RTK system, e.g. using data received from position module(s) associated with the vehicle(s) and the one or more base stations. The one or more controllers may collectively comprise an input (e.g. an electronic input) for receiving (e.g. from a memory device associated with the control system) one or more input signals indicative of the implement location and/or the manoeuvre location associated therewith. The one or more controllers may collectively comprise one or more processors (e.g. electronic processors) operable to execute computer readable instructions for controlling operation of the control system, for example to control retrieval of the implement location and/or the manoeuvre location, to determine (e.g. based on signals received directly or indirectly from a position module associated with the vehicle) the location of the vehicle within the mapped region, and whether that location corresponds to or is at least proximal to the path. The one or more processors may be operable to generate the one or more control signals for controlling motion of the vehicle along the path, e.g. generating control signals for instructing operation of a steering system, brake system, power unit, transmission or the like of the vehicle. The one or more controllers may collectively comprises an output (e.g. an electronic output) for outputting the one or more control signals.

In a further aspect of the invention there is provided a control system for identifying and storing information relating to the locations of one or more implements within a mapped region, the control system comprising one or more controllers, and being configured to: determine an implement location corresponding to a last known location of an implement in a mapped region, the implement location being dependent on the location of an uncoupling of the implement from a vehicle; defining a manoeuvre location associated with the implement location, the implement location and manoeuvre location defining a path therebetween along at least part of which the vehicle may move; and storing the implement location, the manoeuvre location and/or the path in a memory accessible by or forming part of the control system; wherein the path defines a manoeuvre path along which the vehicle may be subsequently moved to position the vehicle at or proximal to the implement for coupling thereto.

The control system of this aspect of the invention may comprise any or all of the features of the control system of the preceding aspect(s) of the invention as desired or appropriate.

In a further aspect of the invention there is provided a system, comprising: a control system of any preceding aspect of the invention; and a vehicle comprising a position module associated therewith.

The control system may be communicable with the position module of the vehicle, in use, for determining the location of the vehicle, the implement location(s) and/or the manoeuvre location(s).

The control system may communicable with one or more vehicle systems for controlling operation thereof to control motion of the agricultural vehicle along a determined path, e.g. along the path towards a determined or retrieved implement location to position the vehicle at or proximal to the implement for subsequent coupling thereto.

The system may comprise a plurality of vehicles. Each of the plurality of vehicles may respectively have a position module associated therewith. The control system may be communicable with the respective position modules associated with each of the plurality of vehicles.

The system may include a base station. For example, the system may include one or more base stations located within or proximal to the mapped region, and the control system may be configured to retrieve or itself determine positional data based on implement locations, manoeuvre locations, paths and the location of one or more vehicles within the mapped region determined using the RTK system, e.g. using data received from position module(s) associated with the vehicle(s) and the one or more base stations.

In a further aspect of the invention there is provided an agricultural vehicle comprising a control system as described herein. The agricultural vehicle may comprise a tractor or a combine, for example.

According to another aspect of the invention there is provided a method for controlling motion of an agricultural vehicle, the method comprising: retrieving an implement location indicative of a last known location of an implement in a mapped region; retrieving a manoeuvre location associated with the implement location, the implement location and manoeuvre location defining a path therebetween along at least part of which the vehicle may move; determining that the vehicle is positioned on or proximal to the path; and controlling motion of the agricultural vehicle along the path towards the implement location to position the vehicle at or proximal to the implement for coupling thereto.

The method may comprise identifying an implement location corresponding to a given implement in dependence on the occurrence of a given trigger event, such as a change in an operational mode of the implement, or a disconnection of one or more components, e.g. electrical, hydraulic, pneumatic cables from the implement, for example. The trigger event may correspond to a user request to store the location of the implement, such as a user input by an operator of the vehicle via a user interface associated with the vehicle, for example. The method may comprise prompting an operator of the vehicle to request storage of the implement location, for example by controlling a user interface associated with the vehicle to display or otherwise output an actionable prompt to the operator. The prompt may be output in dependence on a trigger event.

The method may comprise determining a manoeuvre location for a given implement in dependence on a position taken up by the vehicle during a previous uncoupling process of the implement. The method may comprise prompting an operator to manually manoeuvre the vehicle following an uncoupling of the implement, e.g. prompt the operator to move the vehicle away from the implement.

The method may comprise determining the location of the vehicle with respect to the path. For example, utilising a positioning module associated with the vehicle, positional data therefrom indicative of the position of the vehicle within (or in relation to) the mapped region may be used to determine a distance or location of the vehicle with respect to the path in dependence thereon.

The method may comprise continuously or periodically utilising positional data from a position module of the vehicle to determine location of the vehicle with respect to the path, or one or more implement locations within the mapped region. Alternatively, this may be activated by an operator for a particular implement.

A user prompt may be output in dependence on the vehicle being positioned at or proximal to a particular implement location or path associated therewith. In embodiments, e.g. in response to a user request, the method may comprise controlling motion of the vehicle to manoeuvre the vehicle onto the path, and optionally to subsequently proceed with a coupling process, e.g. by manoeuvring the vehicle along the path to the implement location. Alternatively, the method may comprise using a user interface associated with the vehicle to output one or more instructions for the operator to manually control the vehicle to manoeuvre the vehicle onto the path. In such instances, a user prompt may be output for initiating a coupling process.

The method may comprise controlling operation of a steering system of the vehicle, a braking system, a power unit, transmission, or the like, for example, to control one or more aspects of the motion of the vehicle.

The method may comprise controlling operation of the vehicle in a “semi-automated” manner. Alternatively, the vehicle motion may be controlled in a “fully automated” manner.

The method may comprise controlling motion of the vehicle along the path in dependence on the type or identity of the vehicle used to generate the implement location, manoeuvre location and/or path. For instance, where a differently sized vehicle is used to generate such locations or the path, it may be necessary to for the vehicle controlled by the control system to be moved a different distance or in an otherwise different manner, e.g. forwards/backwards, differing offsets from a centreline, etc. along the path (when compared with the further vehicle) in order to correctly position the vehicle with respect to the implement and/or implement location.

The method may comprise, e.g. upon an operator initiated request, retrieving an implement location for a given implement. The method may comprise outputting, via a user interface associated with the vehicle, an indicator to an operator corresponding to the implement location. The indicator may comprise an audible or visual indicator, such as an identification of the implement location on a graphical representation of the mapped region.

According to a further aspect of the invention there is provided a method for identifying and storing information relating to the locations of one or more implements within a mapped region, the method comprising: determining an implement location corresponding to a last known location of an implement in a mapped region, the implement location being dependent on the location of an uncoupling of the implement from a vehicle; defining a manoeuvre location associated with the implement location, the implement location and manoeuvre location defining a path therebetween along at least part of which the vehicle may move; and storing the implement location, the manoeuvre location and/or the path in a memory accessible by or forming part of the control system; wherein the path defines a manoeuvre path along which the vehicle may be subsequently moved to position the vehicle at or proximal to the implement for coupling thereto.

The method of this aspect of the invention may comprise any or all of the features of the method of the preceding aspect as desired or appropriate.

According to a further aspect of the invention there is provided computer software which, when executed by one or more processors, causes performance of a method of any preceding aspect of the invention.

In a further aspect, there is provided a non-transitory computer readable medium comprising the computer software of the preceding aspect of the invention.

Within the scope of this application it should be understood that the various aspects, embodiments, examples and alternatives set out herein, and individual features thereof may be taken independently or in any possible and compatible combination. Where features are described with reference to a single aspect or embodiment, it should be understood that such features are applicable to all aspects and embodiments unless otherwise stated or where such features are incompatible.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 is a schematic overview of an embodiment of a control system in accordance with the invention;

Figures 2A-2D are a series of schematic views illustrating an operational use of the control system of Figure 1 ; Figures 3A-3D are a series of schematic views illustrating a further operational use of the control system of the invention;

Figure 4 is a flowchart illustrating an embodiment of a method in accordance with the invention;

Figure 5 is a flowchart illustrating a further embodiment of a method in accordance with the invention; and

Figure 6 is a schematic view illustrating an embodiment of an agricultural vehicle in accordance with the invention.

DETAILED DESCRIPTION

Figure 1 is a schematic illustration of an embodiment of a control system 10 in accordance with the invention, and its functionality within a wider system for agricultural vehicles (e.g. vehicle 24) within a mapped region 32. As discussed in detail herein, the control system 10 is operable to control motion of the vehicle 24 within the mapped region 32 in dependence on its location and stored locations of implements (e.g. implement 28) within the region 32 to assist with the locating and subsequent coupling of the implements to the vehicle 24.

In the illustrated embodiment, the control system 10 comprises a controller 11 having an electronic processor 12, an electronic input 14, an electronic output 16, interface 18 and memory 22. As discussed in detail herein, the processor 12 is operable to access the memory 22 and execute instructions stored therein to perform given functions, here specifically to output a control signal(s) 38 from output 16 for controlling operation of one or more systems on vehicle 24 to control the motion thereof. The processor 12 is further operable to receive location and positional information via input 14, specifically here in the form of input signals 36 received from a positional module 26 associated with the vehicle 24. Here, the control system 10 is communicable via the interface 18 with a remote server 20 from which it can retrieve (and store) location information (e.g. an implement location, a manoeuvre location, a manoeuvre path, etc. - discussed in detail, herein) for use in controlling motion of the vehicle 24 in dependence thereon. It will be appreciated that this information may alternatively be stored locally, e.g. in memory 22, rather than remotely. As discussed above, the control system 10 forms part of a wider system for the vehicle 24 and for controlling its movement throughout the mapped region 32. As shown in Figure 1 , the vehicle 24 includes a positioning module 26 which forms part of a satellitebased navigation system for the vehicle 24, and specifically a RTK system comprising a number of satellites SAT1 , SAT2, SAT 3 and a base station 30. As will be appreciated, a RTK satellite navigation system utilises measurements of the phase(s) of a tracked satellite signal’s carrier wave(s) received from the satellites SAT1 , SAT2, SAT 3 to determine and apply a correction to signals received at the vehicle 24 for increasing the accuracy of any position determination. The base station 30 has a known location within the mapped region 32, and the RTK system uses this as a reference. The base station 30 is communicable with the positioning module 26 of the vehicle 24 and is operable to broadcast the determined correction to the vehicle 24. Communication between the base station 30 and the vehicle 24 uses a local, real-time communications channel, such as an RF signal, to communicate the correction information.

Figures 2A - 2D are a series of schematic views illustrating a first operational use of the control system 10 of Figure 1 , and in particular how the control system 10 is used to assist with a coupling process of vehicle 24 and implement 28.

As an initial step, the control system 10 is configured to retrieve an implement location 42 for implement 28. The implement location 42 is indicative of a last known location of the implement 28 within the mapped region 32, and is typically stored manually by operators/users of the vehicle(s) in the region 32, or in further examples (see below) automatically stored in response to a previous uncoupling event of the implement 28 from the vehicle 24 (or any further vehicle operating in the region 32). In the illustrated embodiment, the implement location is retrieved by the control system 10 from the server 20 although, as discussed above, this information may instead be stored more locally.

In some examples, the implement location 42 may be communicated to an operator of the vehicle 24, e.g. through a user interface associated with the vehicle 24, and can include visual, audible indicators of the implement location 42.

With this information, the operator manoeuvres the vehicle 24 to a position at or proximal to the implement location 42, as shown in Figure 2A. In this instance, the implement 28 is configured to be coupled to the rear of the vehicle 24 and, as such, the operator manoeuvres the vehicle 24 (e.g. reverses) such that a coupling point, here hitch 40, is located proximal to the implement 28.

The control system 10 is further configured to retrieve a manoeuvre location 44 for the implement 28. The manoeuvre location 44 here comprises a position ahead of the implement location 42 and, as discussed herein, is either determined in dependence on the implement location 42, e.g. a predetermined distance from the implement location 42, or corresponds to a position taken up by a vehicle during a previous uncoupling process associated with that implement 28 - discussed in detail, below. As with the implement location 42, the manoeuvre location is retrieved by the control system 10 from the server 20 although, as discussed above, this information may instead be stored more locally.

The implement location 42 and manoeuvre location 44 together define a manoeuvre path 46 along at least part of which the vehicle 24 may move in use to bring the vehicle 24 to a position where the implement 28 can be coupled thereto.

With the vehicle 24 at or proximal to the manoeuvre path, i.e. in a position such as that shown in Figure 2A, a coupling process is initiated by the control system 10. Here, this takes the form of the output of a user prompt - e.g. via a user interface associated with the vehicle 24 - to begin the coupling process. Upon a user response thereto, for example through a button press or voice command by the operator, the control system 10 is then operable to output one or more control signals 38 for controlling motion of the vehicle 24, e.g. by controlling the steering, power unit, braking system or the like of the vehicle 24, to manoeuvre the vehicle 24 onto the path 46 - e.g. into the position shown in Figure 2B. In this Figure, the vehicle 24 is shown at the manoeuvre location, although the vehicle 24 may take up any position on and substantially aligned with the manoeuvre path 46. In alternative embodiments, rather than automatically controlling the motion of the vehicle 24, the control system 10 may instead be operable to control output (e.g. via a user interface associated with the vehicle 24) instructions for the operator to manually control the vehicle 24 to bring the vehicle onto the manoeuvre path 46. In such instances, once on the path 46, the control system 10 may then be operable to control output of the user prompt to begin the automated (or at least semiautomated) coupling process described herein.

Starting from the position in Figure 2B, the vehicle 24 may then be moved (in a fully or semi-automated manner as discussed herein) along the manoeuvre path 46, here in a substantially straight line along the path 46 towards the implement location 42. As discussed herein, this takes the form of the control system 10 outputting control signals 38 to one or more vehicle systems such as a steering system, a power unit, a braking system and the like of the vehicle 24 to control operation thereof. This process is performed until the vehicle 24 is positioned proximal to the implement location 42, e.g. in the position shown in Figure 2C, where the implement 28 may be readily coupled to the hitch point 40 on the rear of the vehicle 24.

With the implement 28 coupled to the vehicle 24, the operator may then manually manoeuvre the vehicle 24 away from the implement location 28 for use in any desired manner as shown in Figure 2D.

Figure 4 is a flowchart illustrating an embodiment of a method 100 in accordance with the invention detailing this process. Specifically, at step 102, the implement location 42 for implement 28 is retrieved. As discussed herein, the implement location 42 corresponds to the last known location of the implement 28 within the mapped region 32. At step 104, a corresponding manoeuvre location 44 is retrieved, with the implement location 42 and manoeuvre location 44 defining a path 46 therebetween along which the vehicle 24 may travel. At step 106, the position of the vehicle 24 is determined with respect to the path 46, and at step 108, the vehicle 24 is controlled (e.g. through control of one or more systems, including a steering system, braking system, power unit, etc. of the vehicle 24) to (optionally) manoeuvre the vehicle 24 onto the path 46 in the first instance, before controlling movement of the vehicle 24 along the path 46 to bring the vehicle into position proximal to the implement 28 for coupling.

Figures 3A - 3D are a series of schematic views illustrating a second operational use of the control system 10 of Figure 1 , and in particular how the control system 10 is used to during an uncoupling process of the implement 28 from vehicle 24 to store location and positional data for subsequent use, e.g. for a subsequent coupling process such as that described with reference to Figures 2A - 2D, above.

Here, the process begins with the implement 28 coupled to the vehicle 24 at hitch point 40 as shown in Figure 3A. The vehicle 24 is manoeuvred by the operator to a position where the implement 28 is to be uncoupled from the vehicle 24 - Figure 2B. Upon uncoupling of the implement 28, the control system 10 is operable to generate and store an implement location 42 for the implement 28 indicative of the location of the implement 28 within the mapped region 32. In some instances, the implement location 42 is generated in response to a user input that the implement 28 has been uncoupled at a particular location. However, here, the implement location 42 is automatically generated in response to a trigger event, the trigger event corresponding to the decoupling process and in particular an operator selecting a “park” mode on the implement 28. Other trigger events will be readily understood and fall within the scope of this invention, including the disconnection of one or more components (e.g. electrical or hydraulic cables) between the vehicle 24 and the implement 28.

With the implement 28 uncoupled and the implement location 42 generated and stored, the control system 10 is then operable to define a manoeuvre location 44 associated with the implement location 42 to assist in future coupling events, such as that described above with reference to Figures 2A - 2D. In the illustrated embodiment, this takes the form of the control system 10 controlling operation of the vehicle 24, here by outputting control signals for one or more vehicle systems to control the operation thereof to cause the vehicle to move in a direction D from the implement location 42 as shown in Figure 3C. It will be appreciated here that rather than the control system 10 controlling operation of the vehicle systems to automate this movement, the control system 10 may instead control output of instructions (e.g. via a user interface associated with the vehicle 24) for the operator to perform the required movement manually.

The manoeuvre location 44 is defined at the end of the path traversed by the vehicle 24 during this step as shown in Figure 3D, and stored by the control system 10 - e.g. in the remote server 20. The path between the implement location 42 and the manoeuvre location 44 is defined as a manoeuvre path 46 along at least part of which the vehicle 24 can move, in use, and specifically a path 46 which, if subsequently traversed by the vehicle 24 in the opposite sense will bring the vehicle into a position proximal to the implement location 42 for subsequent coupling of the implement 28 to the vehicle 24. As discussed above with reference to Figure 2A - 2D, this information can then be used to automate part of the coupling process, assisting in the aligning of the vehicle 24 and implement 28 and reducing reliance on the operator performing those tasks manually. It is noted here that in generating and storing of the implement location 42, manoeuvre location 44 and path 46, the control system 10 would overwrite any such data previously stored for that particular implement 28 such that the stored location of the implement 28 within the mapped region 32 is updated.

Figure 5 is a further flowchart illustrating an embodiment of a method 200 in accordance with the invention detailing this second operational use of the control system 10. Specifically, at step 202, an implement location 42 for implement 28 is determined. As discussed herein, the implement location 42 corresponds to the last known location of the implement 28 within the mapped region 32 and is determined by e.g. by the control system 10 upon occurrence of a trigger event corresponding to an uncoupling of the implement 28 from the vehicle 24. At step 204, a corresponding manoeuvre location 44 is defined. Specifically, and as detailed above, the manoeuvre location 44 is defined by moving the vehicle 24 (either manually or in an automated fashion) in a direction from the implement location 28 following an uncoupling of the implement 28. The path traversed at this step defines a vehicle-traversable path 46 between the implement location 42 and the manoeuvre location 44 along which the vehicle 24 may travel subsequently to bring the vehicle 24 back into a position suitable for coupling of the implement 28. At step 206, the implement location 42, the manoeuvre location 44 and path 46 are each stored for subsequent retrieval, e.g. in the manner discussed above with reference to Figures 2A - 2D and Figure 4.

Figure 6 shows an embodiment of a vehicle 300 in accordance with the invention. Here, the vehicle comprises a control system 310 which is configured in the same manner as control system 10 of the preceding Figures. The vehicle 300 further includes a positioning module 326 (configured in the same manner as module 26 detailed above) from which positional data is obtained by the control system 310. Here, the module 326 includes a receiver unit 327 associated therewith for receiving positional signals from one or more satellites, base stations and the like. The illustrated vehicle 300 additionally includes sub-systems, specifically a power unit control system 350a, a steering control system 350b and a user interface control system 350c. Each of these sub-systems are communicably coupled with the control system 310 such that their respective operation may be controlled by the control system 310 in a manner described herein, for example, to enable or assist with the coupling of an implement (e.g. implement 28) to a hitch point 340 of the vehicle 300, and/or to store information relating to the position of an implement within a mapped region (e.g. region 32). Any process descriptions or blocks in flow diagrams should be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps in the process, and alternate implementations are included within the scope of the embodiments in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present disclosure.

It will be appreciated that embodiments of the present invention can be realised in the form of hardware, software or a combination of hardware and software. Any such software may be stored in the form of volatile or non-volatile storage such as, for example, a storage device like a ROM, whether erasable or rewritable or not, or in the form of memory such as, for example, RAM, memory chips, device or integrated circuits or on an optically or magnetically readable medium such as, for example, a CD, DVD, magnetic disk or magnetic tape. It will be appreciated that the storage devices and storage media are embodiments of machine-readable storage that are suitable for storing a program or programs that, when executed, implement embodiments of the present invention. Accordingly, embodiments provide a program comprising code for implementing a system or method as set out herein and a machine readable storage storing such a program. Still further, embodiments of the present invention may be conveyed electronically via any medium such as a communication signal carried over a wired or wireless connection and embodiments suitably encompass the same.

It will be appreciated that the above embodiments are discussed by way of example only. Various changes and modifications can be made without departing from the scope of the present application.

Claims

1 . A control system for controlling motion of an agricultural vehicle, the control system comprising one or more controllers, and being configured to: retrieve an implement location indicative of a last known location of an implement in a mapped region; retrieve a manoeuvre location associated with the implement location, the implement location and manoeuvre location defining a path therebetween along at least part of which the vehicle may move; and in dependence on a determination that the vehicle is positioned on or proximal to the path, output one or more control signals for controlling motion of the agricultural vehicle along at least part of the path towards the implement location to position the vehicle at or proximal to the implement for coupling thereto.

2. A control system as claimed in claim 1 , wherein the last known location of the implement is determined in dependence on the location of a trigger event corresponding to a previous uncoupling of the implement.

3. A control system as claimed in claim 2, wherein the location of the trigger event corresponding to a previous uncoupling of the implement corresponds to the location of the last known uncoupling of the implement from the agricultural vehicle controllable by the control system.

4. A control system of any preceding claim, operable to identify an implement location corresponding to a given implement in dependence on the occurrence of a given trigger event.

5. A control system of claim 4, wherein the trigger event comprises a change in an operational mode of the implement, a disconnection of one or more components from the implement, and/or a user request to store the location of the implement.

6. A control system of any preceding claim, wherein the manoeuvre location is determined in dependence on the implement location. A control system of claim 6, wherein the manoeuvre location corresponds to a position taken up by the agricultural vehicle during a previous uncoupling process associated with that implement. A control system of any preceding claim, operable to control output of a user prompt in dependence on the vehicle being positioned at or proximal to a particular implement location or path associated therewith. A control system as claimed in claim 8, operable, in response to a user request, to: output one or more control signals for controlling motion of the vehicle to manoeuvre the vehicle onto the path; or control operation of a user interface associated with the vehicle to output one or more instructions for the operator to manually control the vehicle to manoeuvre the vehicle onto the path. A control system of any preceding claim, operable to output the one or more control signals for controlling operation of a steering system of the vehicle, a braking system, a power unit, and/or transmission for controlling one or more aspects of the motion of the vehicle. A control system of any preceding claim, operable to control operation of one or more vehicle systems whilst an operator of the vehicle retains control over one or more further systems such that the coupling process is semi-automated. A control system of any of claims 1 to 10, operable to control one or more vehicle systems without further user input to manoeuvre the vehicle along the path such that the coupling process is fully automated. A control system of any preceding claim, wherein the implement location, manoeuvre location and/or the location of the agricultural vehicle within or with respect to the mapped region is obtained from or in dependence on positional data from a satellite-based positioning system. A control system as claimed in claim 13, wherein the positioned system comprises a Real Time Kinematic (RTK) satellite navigation system, and wherein the control system is communicable with one or more base stations located within or proximal to the mapped region, and is configured to retrieve or itself determine positional data based on implement locations, manoeuvre locations, paths and the location of one or more vehicles within the mapped region determined using the RTK system. A control system for identifying and storing information relating to the locations of one or more implements within a mapped region, the control system comprising one or more controllers, and being configured to: determine an implement location corresponding to a last known location of an implement in a mapped region, the implement location being dependent on the location of an uncoupling of the implement from a vehicle; defining a manoeuvre location associated with the implement location, the implement location and manoeuvre location defining a path therebetween along at least part of which the vehicle may move; and storing the implement location, the manoeuvre location and/or the path in a memory accessible by or forming part of the control system; wherein the path defines a manoeuvre path along which the vehicle may be subsequently moved to position the vehicle at or proximal to the implement for coupling thereto. A system, comprising: a control system of any preceding claim; and a vehicle comprising a position module associated therewith. An agricultural vehicle comprising a control system of any of claims 1 to 15. A method for controlling motion of an agricultural vehicle, the method comprising: retrieving an implement location indicative of a last known location of an implement in a mapped region; retrieving a manoeuvre location associated with the implement location, the implement location and manoeuvre location defining a path therebetween along at least part of which the vehicle may move; determining that the vehicle is positioned on or proximal to the path; and controlling motion of the agricultural vehicle along the path towards the implement location to position the vehicle at or proximal to the implement for coupling thereto. A method for identifying and storing information relating to the locations of one or more implements within a mapped region, the method comprising: determining an implement location corresponding to a last known location of an implement in a mapped region, the implement location being dependent on the location of an uncoupling of the implement from a vehicle; defining a manoeuvre location associated with the implement location, the implement location and manoeuvre location defining a path therebetween along at least part of which the vehicle may move; and storing the implement location, the manoeuvre location and/or the path in a memory accessible by or forming part of the control system; wherein the path defines a manoeuvre path along which the vehicle may be subsequently moved to position the vehicle at or proximal to the implement for coupling thereto.

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