DE102019201679A1 - Method for defining a work area for a vehicle - Google Patents

Abstract

In a method (V) for defining a work area (1) for a vehicle (F), the work area (1) being arranged in an off-road area, along a boundary (2) of the work area (1) a plurality applied by transponders of a first type (4a). These transponders (4a) are detected by the vehicle (F) by means of at least one detection device (3) when the vehicle (F) approaches at least one of these transponders (4a). A distance (5a) between the vehicle (F) and this at least one transponder (4a) is determined. The vehicle (F) automatically adjusts its trajectory when the distance (5a) reaches a threshold value (X) so that the vehicle (F) remains within the working area (1).

Description

The present invention relates to a method for defining a work area for a vehicle with the features according to claim 1, a control device with the features according to claim 5 and a system for defining a work area with the features according to claim 6.

The determination of the own position of an agricultural vehicle in a field is normally implemented using global navigation satellite systems (GNSS). Depending on the crops planted, other localization methods can also be used. The localization must ensure that autonomously driving agricultural vehicles do not leave the assigned work area. The area in which the agricultural vehicle moves and which it is not allowed to leave is also called the Safe Autonomous Operation Zone. In most cases, safeguarding the algorithms and techniques required for this is very costly. For example, in the field of garden maintenance, a wire is buried at the property boundary and the property boundary is recognized with a suitable sensor and the vehicle is stopped or turned. Further possibilities would be the creation of a demarcation such as can be realized by ditches, walls, bodies of water, fences and the like

Localization with a GNSS alone is not sufficient according to the current state of the art in order to be able to achieve the performance level required for the application. Therefore, the GNSS is usually linked to other measures. In the case of smaller fields, a wire loop or the erection of fences, walls or the occupation of the edges with prominent landmarks is quite conceivable, but not in the case of larger fields such as those found in large growing areas for agricultural products.

A camera-based detection of the field boundary is difficult, since today's image processing algorithms are often implemented by AI algorithms that, according to the current state of the art, may not be used for safety-relevant functions or require an immense number of test kilometers for clearance. Also, depending on the design of the field boundary, it is difficult to recognize it and also depends on the vegetation of the cultivated plant. For example, the color of wheat, rye or the like hardly differs in certain stages from the grass on the edge. In addition, with camera-based systems weather-related difficulties come into play, as well as the fact that the systems have to work both day and night. If landmarks such as fences, walls, masts, posts or the like are used at the field boundary, the construction effort and maintenance effort is not insignificant for larger fields. In addition, it must be ensured that the sensors can detect this in all weather and light conditions.

Out DE4446867C2 A device is known for detecting boundaries between grass fields mowed by a knife mechanism and unmowed fields for autonomous control of a mowing vehicle.

On the basis of the prior art, the present invention is based on the object of proposing an alternative method for defining a work area for a vehicle, which uses the above. Avoids problems.

Based on the aforementioned object, the present invention proposes a method for defining a work area for a vehicle according to claim 1, a control device according to claim 5 and a system for defining a work area according to claim 6. Further advantageous configurations and developments emerge from the subclaims.

In a method for defining a work area for a vehicle, the work area being arranged in an off-road area, a multiplicity of transponders of a first type are deployed along a boundary of the work area. These transponders are detected by the vehicle by means of at least one detection device when the vehicle approaches at least one of these transponders. A distance between the vehicle and this at least one transponder is determined. The vehicle automatically adjusts its trajectory when the distance reaches a threshold value so that the vehicle remains within the working area.

The vehicle here is an off-road utility vehicle, e.g. B. an agricultural or forestry vehicle, namely an agricultural machine, a construction machine, an industrial truck, a snow groomer, a mining vehicle, a cleaning machine, or another utility vehicle. Preferably the vehicle is an agricultural vehicle.

The vehicle is designed in such a way that it can perform automated functions. For example, automated functions of the vehicle can be autonomous or semi-autonomous driving. In addition, automated functions can be: the application of seeds, grit, bulk material, fertilizers, herbicides, pesticides, Fungicides or the like; harvesting, pruning or clearing plants or the like; turning, loosening or removing soil; a transport of goods.

The off-road area refers to the area that is located away from roads and paths, for example areas used for agriculture or forestry, construction site areas, company premises, etc.

The work area is the area within which the vehicle should be to do its work. For example, if it is an agricultural vehicle, the work area can be an agricultural area to be worked, e.g. B. be a field or a plantation.

The work area has a boundary that separates it from its surroundings. This limitation can be defined, for example, by a property boundary, field boundary or floor boundary.

A large number of transponders of the first type are deployed along the boundary of the working area. The transponders of the first type differ from the transponders of the second type and from the transponders of the third type in their identifying code. The transponders of the second type also differ from the transponders of the third type in their identifying code. All transponders of the first type preferably have the same identifying code. All transponders of the second type preferably have the same identifying code. All transponders of the third type preferably have the same identifying code. For example, the transponders of the first, second and third types are each RFID transponder (radio-frequency identification transponder)

The plurality of transponders of the first type denotes a large number of transponders that are deployed along the boundary. The transponders of the first type can, for example, be placed in a row along the border. As an alternative to this, the transponders of the first type can be placed in multiple rows or randomly and randomly along the boundary. The required amount of transponders of the first type depends on the size of the work area which is to be surrounded by them. So many transponders should be inserted that the work area is completely surrounded. In other words, there is a collection of transponders on the boundary. For example, the transponders of the first type can be buried in the ground around an agricultural area. For example, the transponders of the first type can be embedded in the ground on a factory site around a storage area. The advantage of deploying a plurality of transponders of the first type along the boundary is that the marking of the boundary remains in tact even in the event of failure or when individual transponders are removed. This ensures that the work area is always completely delimited.

The transponders are detected by the vehicle by means of the at least one detection device when the vehicle approaches at least one of these transponders. The vehicle thus has the at least one detection device. This can for example be arranged on the front of the vehicle. This is a reader that can read the code of the transponder of the first, second and third type. For example, the detection device is an RFID reader. The detection device is preferably set up in such a way that it activates all transponders and supplies them with energy as soon as the detection device approaches these transponders. As an alternative to this, the transponders of the first, second and third types can each be configured to be active, i. H. be equipped with its own energy supply. If this is the case, the transponders of the first type can each have an acceleration sensor so that it can be determined when a movement of one of the transponders occurs. This can be advantageous in order to determine whether all transponders are still arranged along the boundary or whether individual transponders have been removed.

When the vehicle with its at least one detection device approaches at least one of the transponders of the first type, a distance between this transponder and the detection device and thus the vehicle is determined. This takes place either by means of the detection device itself or by means of a control device which is connected to the detection device and which the vehicle has. The control device has at least one interface via which it is connected to at least one interface of the at least one detection device. The connection is such that data and signals can be exchanged. The control device can, for. B. be designed as an ECU or domain ECU.

The control device is used, among other things, to carry out trajectory planning for the vehicle. For this purpose, it can use a computer program product. In other words, the control device defines which route the vehicle is to cover, at what speed and at what acceleration. In addition to planning the trajectories, the control device can also plan the perform automated functions. The result of the trajectory planning is a trajectory for the vehicle, along which the vehicle should move at a certain speed and a certain acceleration.

The control device has at least one interface, via which it can be connected to an actuator system of a drive system of the vehicle, so that data and signals can be exchanged. In other words, the control device can control the actuators of the drive system of the vehicle. This drive system has z. B. a motor for energy supply, a transmission, a steering system, a braking system o. Ä. In this way, for example, a speed, an acceleration and a deceleration of the vehicle can be adjusted. Furthermore, the steering angle can be adapted to the wheels of the vehicle. In other words, the control device is set up to control autonomous driving functions of the vehicle.

On the basis of the trajectory planning, the control device controls the drive system of the vehicle so that the vehicle moves according to its trajectory. For example, steering, braking force and energy supply are influenced.

So that the vehicle always remains within the working area, the trajectory of the vehicle is automatically adapted when the distance between the vehicle and the at least one transponder of the first type reaches a threshold value. The threshold value can be preset at the factory, for example. As an alternative to this, the threshold value can be set by means of an input device before the vehicle starts to work in the work area. This input device can be, for example, an on-board computer of the vehicle or a mobile terminal. The threshold value denotes a distance between the detection device and the at least one transponder which must not be undershot. A minimum distance is therefore established between the transponder and the vehicle. As soon as the threshold value is reached, the trajectory is adapted, that is to say rescheduled, by the trajectory planning of the control device.

As soon as the vehicle comes too close to the at least one transponder of the first type, the trajectory of the vehicle is changed in such a way that the distance is increased, that is to say is above the threshold value. For example, the control device can initiate a turning maneuver of the vehicle or allow the vehicle to reverse. When adapting the trajectory, further specifications are of course taken into account, which are specified, for example, on the basis of an automated function that is running and / or through safety aspects.

The advantage of the method presented here is that even if a GNSS fails, the vehicle can localize its working area. It is also advantageous that the method can be used both at night and during the day even under unfavorable weather conditions, such as fog, heavy rain or snowfall. In addition, the method can also be used for transponders that are overgrown or covered. Furthermore, the transponders and the detection device are inexpensive.

According to a further developing embodiment, several transponders of a second type are additionally deployed in each lane for the vehicle within the work area. These transponders are detected by the vehicle by means of its at least one detection device when the vehicle approaches at least one of these transponders. A distance between the vehicle and this at least one transponder is determined. The vehicle automatically adjusts its trajectory when the distance between the vehicle and at least one of these multiple transponders reaches a limit value so that the vehicle remains in the lane within the working area.

Several lanes are arranged within the work area. These lanes are the lanes along which the vehicle moves when it is doing its work. These lanes can be defined, for example, by rows of plants, by fixed obstacles such as walls or columns, by paths or the like.

Several transponders of the second type are deployed in each lane. The second type of transponder differs from the first type of transponder in its coding. “Multiple transponders” refer to a large number of transponders, which can, however, be less than a large number of transponders. The transponders of the second type are preferably deployed in a single row in the lane, but can also be deployed in multiple rows. For example, the transponders of the second type can be buried in the earth of the lane. For example, the transponders of the second type can be embedded in the floor of a factory site in a storage area. The advantage of deploying a plurality of transponders of the second type in the lanes is that even in the event of failure or removal of individual transponders, the marking of the lanes remains in tact. This can guarantee that the lanes are always fully defined.

The detection device of the vehicle detects the transponder of the second type when it approaches the transponders. The detection device can either activate the transponders of the second type and supply them with energy, or the transponders of the second type can have their own energy supply. This has already been explained in the previous description.

As soon as the detection device has detected at least one of the transponders of the second type, a distance between this transponder of the second type and the detection device, and thus the vehicle, is determined. In contrast to the threshold value with regard to the distance between the transponders of the first type and the vehicle, the limit value of this distance is selected such that the vehicle moves as close as possible to the at least one transponder of the second type. In other words, the limit value defines an upper limit of the distance that the vehicle should not exceed. The limit value of the distance between the vehicle and the at least one transponder of the second type is preferably only a few decimeters. The limit value can for example be preset at the factory. As an alternative to this, the limit value can be set by means of the input device before starting work on the vehicle in the work area.

The vehicle automatically adjusts its trajectory when the distance between the vehicle and at least one of these multiple transponders reaches the limit value, so that the vehicle remains in the lane within the working area. In other words, the control device of the vehicle plans the trajectory of the vehicle through its trajectory planning so that the distance between the at least one transponder of the second type and the detection device is below the limit value.

As soon as the vehicle is too far away from the at least one transponder of the second type, the trajectory of the vehicle is changed in such a way that the distance is reduced, that is to say lies below the limit value. For example, the control device can initiate a correction of a steering angle of the vehicle or a turning in. When adapting the trajectory, further specifications are of course taken into account, which are specified, for example, on the basis of an automated function that is running and / or through safety aspects. The vehicle thereby moves on the lane defined by the transponder of the second type.

The advantage of this is that even if a GNSS fails, the vehicle can locate the lanes of its work area. It is also advantageous that the method can be used both at night and during the day even under unfavorable weather conditions, such as fog, heavy rain or snowfall. In addition, the method can also be used for transponders that are overgrown or covered.

According to a further-developing embodiment, a plurality of objects to be protected are arranged within the work area. Protective objects are defined as those objects with which the vehicle should not come into contact or which the vehicle should avoid, for example plants, stones, walls, shelves, pillars or the like.

At least one transponder of the first type or one transponder of a third type is additionally arranged on each protected object. The transponder of the third type differs from the transponder of the first type in its code. If a transponder of the first type is arranged on each protected object, the method can proceed similarly to the method which has already been described in the previous description. The trajectory of the vehicle is adjusted in the same way as already described. This can be advantageous if the objects to be protected are to act like a limitation of the working area. This can be the case with columns or walls, for example. The at least one transponder of the first type is, for example, buried in the protected object, placed on it or attached to it.

However, if a closer approach to the protected objects is to be allowed, for example because processing of the protected objects is necessary, for example in the case of plants, transponders of the third type are deployed. For example, the at least one transponder of the third type can be buried in the ground on a protected object within the work area. For example, the at least one transponder of the third type can be embedded in the ground on a factory site at a protected object. The at least one transponder of the third type can, for example, alternatively be placed on the protected object or attached to it. The transponders of the third type can either be of passive design, that is to say are supplied with energy by means of the detection device, or they can be actively designed and have their own energy supply. If the transponders of the third type are actively formed, they can each have an acceleration sensor so that it can be determined when a movement of one of these transponders occurs. This can be advantageous in order to determine whether all transponders are still connected to your Objects to be protected or whether individual transponders have been removed.

Of course, more than one transponder of the first or third type can be deployed per protected object.

The transponders of the third type are detected by the vehicle by means of the at least one detection device when the vehicle approaches at least one of these transponders. The distance between the vehicle and this at least one transponder is then determined. This is done by means of the detection device.

In contrast to the limit value with regard to the distance between the transponders of the second type and the vehicle, the further threshold value of this distance is selected such that the vehicle always maintains a minimum distance from the transponders of the third type. In other words, the further threshold value defines a lower limit of the distance that the vehicle should not fall below. The further threshold value of the distance between the vehicle and the at least one transponder of the third type is preferably less than the threshold value of the distance between the vehicle and the at least one transponder of the first type. The further threshold value can for example be preset at the factory. Alternatively, the further threshold value can be set by means of the input device before the vehicle starts to work in the work area. For example, the further threshold value can be selected in such a way that it is possible to process the protected objects without destroying them, for example fertilizing, pruning, watering or the like.

The vehicle automatically adjusts its trajectory when the distance between the vehicle and at least one of these transponders of the third type reaches the further threshold value, so that the vehicle maintains a distance from the objects to be protected within the work area. In other words, the control device of the vehicle plans the trajectory of the vehicle through its trajectory planning so that the distance between the at least one transponder of the third type and the detection device is above the further threshold value.

As soon as the vehicle comes too close to the at least one transponder of the third type and thus the protected object, the trajectory of the vehicle is changed in such a way that the distance is increased, that is, it is above the further threshold value. For example, the control device can initiate a correction of a steering angle of the vehicle or a turning in, a turning maneuver or reversing of the vehicle. When adapting the trajectory, further specifications are of course taken into account, which are specified, for example, on the basis of an automated function that is running and / or through safety aspects. The vehicle moves within the work area in such a way that the objects to be protected are avoided and protected. This protects the objects to be protected.

In the method steps just described, the individual transponders can be weighted with respect to one another. For example, an approach to a transponder of the first type can be weighted higher than an approach to a transponder of the third type or as a removal from a transponder of the second type. In other words, it is more important to ensure that the work area is not left than to follow the lane or to protect the protected objects. Alternatively, an approach to a transponder of the third type can be weighted higher than an approach to a transponder of the first type or as a removal from a transponder of the second type. In other words, it is more important to ensure that the objects to be protected are protected than Do not leave the work area other than follow the lane or protect the objects to be protected. Alternatively, all three types of transponders can be weighted equally.

According to a further development, each transponder of each type is connected to each other transponder of each type. After activation by means of the detection device, they communicate their position to the vehicle as a function of one another. That is, each of the transponders of each type communicates with at least two other of the transponders, so that the position of this transponder is defined as a function of these other two transponders. This creates a type of network, with it being known at any time after activation of the transponder which position each transponder occupies in relation to at least two other transponders.

Communication with the vehicle takes place e.g. B. by means of the detection device. Alternatively, the vehicle can have an additional communication device, by means of which it can be communicated with the transponders of the first, second and third types.

The advantage here is that a map of the work area can be created that is based solely on the positions of the transponders in relation to one another. This allows the work area to be mapped independently of GNSS.

The control device for the vehicle is via its at least one interface with the at least one detection device can be connected. If the control device is used in the vehicle, the control device can be connected to the at least one detection device via its at least one interface. For this purpose, the at least one detection device has at least one interface. The connection is such that data and signals can be exchanged.

The control device is set up to control automated functions of the vehicle, with the control device being able to adapt a trajectory of the vehicle on the basis of at least one of the methods which have already been described in the previous description. As already described, the control device undertakes the trajectory planning for the vehicle. Furthermore, the control device can control further automated functions. This has also already been described. In other words, the control device is a device that z. B. enables autonomous driving of the vehicle.

When the control device has adapted the trajectory of the vehicle in order, for example, to maintain a minimum distance from the transponders of the first type, the control device controls the actuators of the drive system of the vehicle. As a result, a steering system, a drive system or a braking system of the vehicle can be influenced in such a way that the vehicle can follow the adapted trajectory.

A system for determining the working area for the vehicle has the vehicle with the control device, which has already been described in the previous description, and the detection device. The detection device is connected to the control device. The system also includes a plurality of transponders of the first type deployed along the boundary of the work area. The detection device is set up to detect the transponders of the first type. The transponders of the first type have already been described in the previous description. The detection device was also described in the previous description.

According to a further-developing embodiment, the system additionally has a plurality of transponders of the second type, which are deployed in each lane for the vehicle within the work area. The detection device is additionally set up to detect the transponders of the second type. The transponders of the second type have already been described in the previous description.

According to a further development, the system additionally has several transponders of the third type or several transponders of the first type, which are applied to each protected object within the work area. The detection device is additionally set up to detect the transponders of the third type. The transponders of the third type have already been described in the previous description.

At least one transponder of a first, second and / or third type is therefore used in the system which has been described in the previous description.

• 1 eine schematische Darstellung eines Fahrzeugs in einem Arbeitsbereich nach einem Ausführungsbeispiel,
• 2 eine schematische Darstellung des Fahrzeugs aus 1 in dem Arbeitsbereich nach einem weiteren Ausführungsbeispiel,
• 3 eine schematische Darstellung des Fahrzeugs aus 1 und 2 in dem Arbeitsbereich nach einem weiteren Ausführungsbeispiel,
• 4 eine schematische Darstellung eines Verfahrens nach einem weiteren Ausführungsbeispiel.

Various exemplary embodiments and details of the invention are described in more detail with the aid of the figures explained below. Show it:

• 1 a schematic representation of a vehicle in a work area according to an embodiment,
• 2 a schematic representation of the vehicle 1 in the work area according to another embodiment,
• 3 a schematic representation of the vehicle 1 and 2 in the work area according to another embodiment,
• 4th a schematic representation of a method according to a further embodiment.

1 shows a schematic representation of a vehicle F in a workspace 1 according to an embodiment. Same work area 1 shown here is in 2 and 3 also shown. However, in 2 additionally the lanes 6 for the vehicle F marked. In 3 are in turn also objects of protection 7th marked. At the work area 1 it is an agricultural area to be worked, e.g. B. a field. The vehicle F is an agricultural machine. The vehicle F is set up to perform automated functions, e.g. B. can the vehicle F drive autonomously and independently carry out cultivation of the agricultural area. The vehicle F works on the agricultural area and moves within the work area 1 towards its trajectory 9 .

The work area 1 is of a limit 2 circumscribed. The limitation 2 thus represents the edge of the work area 1 that should not be run over. The vehicle F should always be within the work area 1 stop as long as the vehicle F performs its automated functions. Once the editing of the work area 1 finished, the vehicle can F the work area 1 leave of course.

The vehicle F has two detection devices 3 on. These are on the front of the vehicle F arranged. The vehicle also has F a control device 8th on. This is connected to the two detection devices 8th . The detection devices 3 each have at least one interface for this purpose. The control device 8th also has at least one interface. The connection between the control device 8th and the detection devices 3 thus takes place by means of the interfaces. The connection is such that data and signals can be exchanged.

The control device 8th serves the systems of the vehicle F so that it can perform its automated functions. For example, the control device 8th the actuators of a drive system of the vehicle F drive. For example, the control device 8th an actuator system of an auxiliary drive system of the vehicle F drive. The control device is also used 8th in addition, a trajectory planning for the vehicle F perform.

Along the boundary 2 is a multitude of transponders of a first type 4a applied. This multitude of transponders of the first kind 4a is for example buried in the ground. The individual transponders 4a the multitude of transponders of the first kind 4a are randomly along the boundary 2 placed. The first type of transponder 4a differ from those in 2 shown transponders of the second type 4b by their coding. The transponders of the first type also differ 4a of the in 3 shown transponders of the third kind 4c by their coding. The in 2 shown transponder of the second type 4b of the in 3 shown transponders of the third kind 4c by their coding. For a better overview, there are only four transponders of the first type 4a provided with a reference number. Passive RFID transponders can preferably be used as transponders of the first, second and third types.

The detection devices 3 are set up to do this, all of the transponders 4a , 4b , 4c activate and capture. The activation takes place only when the detection devices 3 , and thus the vehicle F the transponders 4a , 4b , 4c approximates. In other words, those are transponders of the first type 4a that are too far away from the detection devices are inactive.

When the vehicle F with its two detection devices 3 at least one of the transponders of the first type 4a approaches, these are activated. After activating there is a gap 5a between the activated transponders of the first kind 4a and the respective detection devices 3 determined. This is the distance 5a between the vehicle F and the activated transponders of the first type 4a known.

When the distance 5a is above a threshold value X, the vehicle retains F its current trajectory 9 at. When the distance 5a however, is at or below the threshold value X, the trajectory 9 of the vehicle F by means of the control device 8th adjusted, so rescheduled so that the distance 5a is above the threshold value X. The threshold value X defines a minimum distance that the vehicle F to the transponders of the first kind 4a and thus to the limitation 2 should have. For example, the control device 8th a turning maneuver or an adjustment of the steering angle of the vehicle F initiate if this is too close to the limit 2 emotional. This will ensure that the vehicle F the work area 1 does not leave.

2 shows a schematic representation of the vehicle F out 1 in the work area 1 according to a further embodiment. In addition to the transponders of the first kind 4a are in every lane 6 several transponders of the second kind 4b applied. The transponders of the second kind 4b are in the soil of every lane 6 buried in one row. This is the lane 6 Are defined. For a better overview, there are only two transponders of the second type 4b provided with a reference number. The vehicle F works on the agricultural area and moves within the work area 1 towards its trajectory 9 on one of the lanes 6 .

The vehicle approaches F with its two detection devices 3 at least one transponder of the second type 4b they are activated. After activation there will be a gap 5b between the detection devices 3 and the transponders of the second kind 5b determined. In addition to the distance 5a to the transponders of the first kind 4a , so becomes the distance 5b to the transponders of the second kind 4b certainly.

If this distance 5b falls below a limit value Y, there is no adaptation of the trajectory 9 performed. If, however, the distance 5b between the activated transponders of the second kind 4b and the detection devices 3 and thus the vehicle F reaches or exceeds limit value Y, the trajectory 9 of the vehicle F by means of the control device 9 adjusted, so rescheduled so that the distance 5b is below the limit value Y. The limit value Y sets an upper limit for the distance 5b between the vehicle F and the transponders of the second kind 4b firmly.

For example, the control device 8th adjusting the steering angle of the vehicle F initiate if this is too far from the lane 6 away.

This will ensure that the vehicle F moves in the lane and the work area 1 does not leave.

3 a schematic representation of the vehicle F out 1 and 2 in the work area 1 according to a further embodiment. In addition to the transponders of the first kind 4a and to the transponders of the second kind 4b is on every protected object 7th at least one transponder of the third type 4c applied. The transponders of the third kind 4c are in the ground at every protected object 7th buried. This defines the point at which a protected object is located 7th is located. A protected object 7th is a plant here.

For a better overview, there are only two transponders of the third type 4c provided with a reference number. Furthermore, there are only two protected objects for a better overview 7th provided with a reference number. The vehicle F works on the agricultural area and moves within the work area 1 towards its trajectory 9 on one of the lanes 6 at a distance from the objects to be protected 7th .

The vehicle approaches F with its two detection devices 3 at least one transponder of the third type 4c they are activated. After activation there will be a gap 5c between the detection devices 3 and the transponders of the third kind 5c determined. In addition to the distance 5a to the transponders of the first kind 4a , and to the distance 5b to the transponders of the second kind 4b so becomes the distance 5c to the transponders of the third kind 4c certainly. This distance 5c to the transponders of the third kind 4c is less than the distance 5a to the transponders of the first kind 4a .

When the distance 5c is above a further threshold value Z, the vehicle retains F its current trajectory 9 at. When the distance 5c however, is at or below the further threshold value Z, the trajectory 9 of the vehicle F by means of the control device 8th adjusted, so rescheduled so that the distance 5c is above the further threshold value Z. The threshold value Z defines a minimum distance that the vehicle F to the transponders of the third kind 4c and thus to the protected objects 7th should have. For example, the control device 8th a turning maneuver or an adjustment of the steering angle of the vehicle F initiate if this is too close to the protected objects 7th emotional. This will ensure that the vehicle F the work area 1 does not leave the protected objects 7th avoids and moves along the lane 6 emotional.

4th a schematic representation of a process V according to a further embodiment. In a first step 101 a large number of transponders of the first type are deployed along the boundary of the work area. In the same step 101 In addition, several transponders of the second type can be deployed along the lanes within the work area. In the same step 101 In addition, at least one transponder of the third type can be deployed on each protected object within the work area.

In a second step 102 these transponders are detected by the vehicle by means of its detection devices when the vehicle approaches at least one of these transponders. The detection devices activate in this second step 102 these transponders.

In a third step 103 the distances between the detection devices and thus the vehicle and the transponders of the first, second and third types are determined.

In a fourth step 104 are the distances determined from the third step 103 compared with a threshold value X, a limit value Y and a further threshold value Z. The distances between the vehicle and the transponders of the first type are compared with the threshold value X. In addition, the distances between the vehicle and the transponders of the second type are compared with the limit value Y. In addition, the distances between the vehicle and the transponders of the third type are compared with the further threshold value Z.

Based on the results of the fourth step 104 will be in a fifth step 105 adjusted the trajectory of the vehicle by means of the control device. The adaptation takes place in such a way that the distance between the vehicle and the transponders of the first type is above the threshold value X. Furthermore, the adaptation takes place in such a way that the distance between the vehicle and the transponders of the second type is below the limit value Y. Furthermore, the adaptation takes place in such a way that the distance between the vehicle and the transponders of the third type is above the further threshold value Z.

This ensures that the vehicle does not leave the working area, avoids the protected objects and moves along the lane. Of course, the exact shape of the process steps is based 101 to 105 after that, which transponders have been deployed. If only transponders of the first type are deployed, there is no need to activate the transponders of the second and third types or to determine the distances to the transponders just mentioned. In addition, only the threshold value is relevant in this case.

The examples shown here are only selected as examples. For example, the transponders of the second type can be dispensed with and only transponders of the first type can be deployed along the boundary and transponders of the third type on the protected objects. Alternatively, transponders of the first type can be attached to the objects to be protected, so that the distance to be maintained from the objects to be protected is just as great as to the boundary. In addition, the vehicle can have only one detection device or more than two detection devices. In addition, the detection device cannot only be arranged on a front of the vehicle, for example on the rear of the vehicle or on a boom of the vehicle.

List of reference symbols

1

Workspace

2

Limitation

3

Detection device

4a

Transponder of a first kind

4b

A second type of transponder

4c

A third type of transponder

5a

Distance to the transponder of a first type

5b

Distance to the transponder of a second type

5c

Distance to the transponder of a third type

6

lane

7th

Protected object

8th

Control device

9

Trajectory

101

first step

102

second step

103

Third step

104

fourth step

105

fifth step

F.

vehicle

V

Procedure

X

Threshold

Y

limit

Z

further threshold

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 4446867 C2 [0005]

Claims (9)

Method (V) for defining a work area (1) for a vehicle (F), the work area (1) being arranged in an off-road area, - a plurality of transponders of a first type (4a) are deployed along a boundary (2) of the working area (1), - These transponders (4a) are detected by the vehicle (F) by means of at least one detection device (3) when the vehicle (F) approaches at least one of these transponders (4a), - a distance (5a) between the vehicle (F) and this at least one transponder (4a) is determined, - The vehicle (F) automatically adjusts its trajectory (9) when the distance (5a) reaches a threshold value (X), so that the vehicle (F) remains within the working area (1). Procedure (V) according to Claim 1 , whereby - in each lane (6) for the vehicle (F) within the working area (1) several transponders of a second type (4b) are additionally deployed, - these transponders (4b) from the vehicle (F) by means of its at least one detection device (3) can be detected when the vehicle (F) approaches at least one of these transponders (4b), - a distance (5b) between the vehicle (F) and this at least one transponder (4b) is determined, - the vehicle (F ) automatically adjusts its trajectory (9) when the distance (5b) between the vehicle (F) and at least one of these multiple transponders (4b) reaches a limit value (Y) so that the vehicle (F) is within the working area (1) remains in the lane (6). Procedure (V) according to Claim 1 or 2 , whereby - several protected objects (7) are arranged within the working area (1), - at least one transponder of the first type (4a) or a transponder of a third type (4c) is additionally arranged on each protected object (7), - these transponders ( 4a; 4c) are detected by the vehicle (F) by means of its at least one detection device (3) when the vehicle approaches at least one of these transponders (4a; 4c), a distance (5c) between the vehicle (F) and it at least one transponder (4a; 4c) is determined, - the vehicle (F) automatically adjusts its trajectory (9) when the distance (5c) reaches a further threshold value (Z), so that the vehicle (F) passes the protected objects (7 ) protects. Method (V) according to one of the preceding claims, wherein each transponder (4a; 4b; 4c) of each type is connected to each other transponder (4a; 4b; 4c) of each type, these being theirs after activation by means of the detection device (3) Communicate position to the vehicle (F) as a function of each other. Control device (8) for a vehicle (F), the control device (8) being connectable to at least one detection device (3) via at least one interface, the control device (8) being set up to control automated functions of the vehicle (F) , wherein by means of the control device (8) a trajectory (9) of the vehicle (F) on the basis of at least one of the methods (V) according to Claim 1 to 5 is customizable. System for defining a work area (1) for a vehicle (F), comprising - a vehicle (F) with a control device (8) according to Claim 5 and a detection device (3) which is connected to the control device (8), - a multiplicity of transponders of a first type (4a) which are deployed along a boundary (2) of the working area (1), the detection device (3) is set up to detect the transponder of the first type (4a). System according to Claim 6 , additionally having a plurality of transponders of a second type (4b) which are deployed in each lane (6) for the vehicle (F) within the work area (1), the detection device (3) being additionally set up to detect the transponder of the second type (4b) to be recorded. System according to Claim 6 or 7th , additionally having several transponders of a third type (4c) or several transponders of a first type (4a), which are applied to each protected object (7) within the work area (1), the detection device (3) being additionally set up to use the transponder of the third type (4c). Use of at least one transponder of a first, second and / or third type in a system according to Claim 6 to 8th .

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