TECHNICAL FIELD

The present disclosure relates to methods, control units, vehicles and logistics terminals for positioning and guiding vehicles.

The invention can be applied with heavy-duty vehicles, such as trucks, semi-trailers, construction equipment and cargo transport vehicles in general. Although the invention will be described mainly with respect to a semi-trailer vehicle, the invention is not restricted to this particular vehicle, but may also be used in other types of vehicles.

BACKGROUND

Logistics terminal truck paths include reversing maneuvers, e.g., when docking at a loading bay, or when refueling, charging, or parking. Moreover, reversing may be part of a multi-turn strategy for arriving with the vehicle in the right direction at a given place between buildings and other obstacles, i.e., in a desired vehicle spatial configuration. In such a case, not only the reversing, but also the path planning is a challenge. Maneuvers may need to be precise and may be challenging even for experienced drivers with long multi-articulation angle combinations.

US 9,862,413 B2 relates to control of an articulated vehicle based on positioning information.

Global Navigation Satellite Systems (GNSS), such as the Global Positioning System (GPS), may provide estimates of vehicle location. However, the application of global navigation satellite systems is limited. In particular, when using GNSS in an area which comprises many obstacles, such as buildings and similar, it cannot be guaranteed that the recipient receives the four signals necessary for three dimensional position estimation. Moreover, multipath propagation can degrade performance. Therefore, a global navigation satellite system may have a too low accuracy to be used for path following within a crowded terminal or at a terminal with narrow passages.

There is a need for improved vehicle guidance support systems for use in local areas such as logistics terminals, especially for use with articulated vehicles.

SUMMARY

It is an object of the present disclosure to provide techniques which alleviate or overcome the above mentioned problems. This object is at least in part obtained by a method for positioning and guiding a vehicle to a desired spatial configuration in a local area. The method comprises estimating a spatial configuration of the vehicle, wherein the spatial configuration of the vehicle is at least partly estimated based on a pre-determined number of line-of-sight (LOS) wireless links between the vehicle and positioning transceivers deployed over the local area. The method also comprises obtaining the desired spatial configuration of the vehicle. The method furthermore comprises determining a planned path for maneuvering the vehicle from the spatial configuration into the desired spatial configuration and guiding the vehicle into the desired spatial configuration based on the planned path.

If wireless positioning is accurate and robust enough, it can allow the truck to reverse according to recorded paths at logistics terminals. Non-accurate positioning will cause the reversing to malfunction by becoming unstable or not following the path accurately. It is therefore of high importance that the wireless positioning system is accurate and robust. The disclosed method builds on the guaranteed availability of a pre-determined number of LOS wireless links between the vehicle and positioning transceivers, which enables precise and robust positioning of the vehicle.

The methods described herein avoid the GNSS problem of satellite occlusion and multipath propagation in the local area. This improves wireless positioning locally in a traffic area such as at a logistics terminal. This will in turn help drivers with advanced maneuvers, in particular maneuvers including reversing. Such maneuvers are known to be complicated even among experienced drivers. The method increases efficiency at terminals, reduces driver-perceived maneuvering problems, and contributes to traffic area safety. The method is cost-efficient compared to installing sensors on trailers, where the trailers are switched often. The method can also be integrated in an existing system, in particular in an existing terminal and in an existing vehicle.

According to aspects, the vehicle is an articulated vehicle comprising a towing vehicle and one or more towed vehicles.

Maneuvers comprising articulated vehicles are known to be especially complicated. The complexity of such maneuvers is reduced by the disclosed methods.

According to aspects, the method comprises deploying the positioning transceivers over the local area such that a pre-determined number N ^LOS =N+N ^EXTRA of LOS wireless links are available for positioning a vehicle at any given location throughout the local area. Here, N is a number of coordinates comprised in the spatial configuration, i.e. for 3D- positioning, N=3. N ^EXTRA is a positive integer to account for robustness against link failures and to increase positioning accuracy.

Thus, advantageously, the positioning transceivers are according to the present disclosure deployed in order to deterministically provide the required number of LOS wireless links at any given location throughout the local area. Example methods for performing this deployment will be discussed below.

According to aspects, estimating the spatial configuration comprises discarding any non- line-of-sight (NLOS) wireless links between the vehicle and positioning transceivers deployed over the local area.

The NLOS wireless links can be discarded since enough LOS links are always available at any given location throughout the local area. NLOS wireless links are associated with larger distance measurement errors compared to LOS links. Thus, discarding NLOS links may lead to increased positioning accuracy and robustness, which is an advantage.

According to aspects, estimating the spatial configuration of the vehicle may comprise estimating one or more vehicle headings and/or one or more vehicle articulation angles. This way the geometrical configuration of the vehicle with respect to the surrounding environment can be established, which is an advantage. Vehicle combinations comprising any number of headings and articulation angles can be accounted for by the disclosed methods, which is an advantage.

According to aspects, estimating the spatial configuration of the vehicle is based on additional sensor data from any of, a vision sensor, a radar sensor, a lidar sensor, a sonar sensor, a photo-detector, and/or magnetic sensor. This additional sensor data may be used to further increase positioning accuracy and/or robustness, which is an advantage.

According to aspects, the desired spatial configuration of the vehicle corresponds to a spatial configuration adapted for any of; a reversing maneuver, docking at a loading bay, refueling at a refueling station, charging at an electrical charging station, vehicle parking, truck to boat on-loading and/or off-loading, truck to train on-loading and/or off-loading, and/or truck to plane on-loading and/or off-loading. Consequently, the disclosed methods are very versatile and can be used for many different applications and in many different scenarios, which is an advantage,

According to some aspects, determining the planned path comprises retrieving a previously recorded path traversed by a vehicle from an initial spatial configuration into the desired spatial configuration. The previously recorded path is known to be suitable for maneuvering the vehicle into the desired position and is therefore naturally a robust and efficient path choice. Retrieving a previously recorded path is also computationally efficient compared to determining new paths each time, which is an advantage.

According to some other aspects, determining the planned path comprises generating a plurality of candidate maneuver paths and evaluating a performance metric for each candidate maneuver path and selecting the candidate maneuver path associated with highest performance metric as the planned path. This way a suitable path can be determined along which the vehicle can be maneuvered from an initial spatial configuration into a desired spatial configuration in an efficient manner. The determination of the desired path can be done by simulations and/or real-world experiments. This generally allows for elegant maneuvers compared to a human driver inventing maneuvers for the first time, which is an advantage.

According to aspects, determining the planned path comprises accounting for other vehicles in the local area. Thus, logistics efficiency in the local area can be improved, which is an advantage.

According to aspects, guiding the vehicle into the desired spatial configuration comprises transmitting data associated with the planned path to the vehicle over a wireless link. By downloading path data, the vehicle obtains guidance on how to maneuver into the desired spatial configuration in an efficient manner.

According to aspects, guiding the vehicle into the desired spatial configuration comprises transmitting maneuver commands to the vehicle over a wireless link. This means that the vehicle is at least partly remotely controlled into the desired spatial configuration, which reduces the strain on a vehicle on-board computer.

Both path and maneuver command transmission provide for a centralized multi-vehicle control which can be optimized for increased efficiency throughout the local area, which is an advantage.

According to aspects, the method also comprises triggering a warning signal in case a vulnerable road user is detected in a vicinity of the planned path.

This way vulnerable road users can be protected, which is an advantage.

There is also disclosed herein control units, computer programs, computer readable media, computer program products, vehicles and logistics terminals associated with the above discussed advantages. Generally, all terms used in the claims are to be interpreted according to their ordinary meaning in the technical field, unless explicitly defined otherwise herein. All references to "a/an/the element, apparatus, component, means, step, etc." are to be interpreted openly as referring to at least one instance of the element, apparatus, component, means, step, etc., unless explicitly stated otherwise. The steps of any method disclosed herein do not have to be performed in the exact order disclosed, unless explicitly stated. Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following description. The skilled person realizes that different features of the present invention may be combined to create embodiments other than those described in the following, without departing from the scope of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

With reference to the appended drawings, below follows a more detailed description of embodiments of the invention cited as examples. In the drawings:

Figure 1 schematically illustrates a vehicle for cargo transport;

Figure 2 illustrates guiding a vehicle into a desired spatial configuration;

Figure 3 illustrates examples of line-of-sight and non-line-of-sight wireless links; Figure 4 exemplifies positioning based on round-trip time measurements;

Figure 5 is a flow chart illustrating methods;

Figure 6 schematically illustrates a control unit;

Figure 7 illustrates a vehicle traversing a local area; and

Figure 8 shows an example computer program product.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION

The invention will now be described more fully hereinafter with reference to the accompanying drawings, in which certain aspects of the invention are shown. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments and aspects set forth herein; rather, these embodiments are provided by way of example so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Like numbers refer to like elements throughout the description. It is to be understood that the present invention is not limited to the embodiments described herein and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims.

Figure 1 shows a schematic articulated vehicle combination 1 comprising a towing vehicle 2 and two towed vehicles 3, 4. The towing vehicle may be a regular truck adapted for commercial highway use or a tractor having a fifth wheel but may also be an off-road truck, a bus, or a recreational vehicle. The first towed vehicle or trailer 3 is in the shown example a dolly having a drawbar connected to the trailer coupling of the truck. The dolly is provided with two wheel-axles 7. The second towed vehicle or trailer 4 is a semitrailer, which is provided with a kingpin 8 that is connected to the fifth wheel of the dolly. This example shows a common type of a longer vehicle combination, but it is also possible to use other types of vehicle combinations having other types of towing vehicles and other types and numbers of towed vehicles. Different vehicle combinations may include a truck with a regular trailer, a truck with a center axle trailer, a truck with a dolly and a semitrailer, a tractor with a semitrailer, a tractor with a B-link and a semitrailer, a tractor with a semitrailer and a regular trailer or a tractor with a semitrailer dolly and a semitrailer. In the shown vehicle combination, the effective wheelbase Leq1 of the towing vehicle, i.e. the truck, is the length from the front axle 12 to the virtual axle 13 of the truck. The effective wheelbase Leq2 of the first towed vehicle, i.e. the dolly, is the length from the drawbar connection 5 to the virtual axle 6 of the dolly. The effective wheelbase Leq3 of the second towed trailer extends from the king pin 8 to the to the virtual rear axle 9 of the trailer 4.

Herein, a vehicle combination 1 is at times referred to as a vehicle for simplicity. Also, vehicle units such as a trailer unit 4 or the towing vehicle 2 may also simply be referred to as vehicles.

The towing vehicle 2 may be provided with various autonomous or semi-autonomous driving functions such as an automatic reverse assistance function, in which the steering of the vehicle combination is automated during reversing and where the speed of the vehicle combination may be controlled by the driver. The methods disclosed herein provide input data to such functions. Figure 1 further shows semitrailer axles 10, and an equivalent axle position 11.

US 9,862,413 B2 provides additional details on articulated vehicle combinations such as the vehicle combination 1 , for instance regarding dynamics and motion characteristics. Figure 2 schematically illustrates a local area 210, such as a logistics terminals or the like. The local area is monitored and at least in part controlled by a control unit 600. It is appreciated that the disclosed methods are applicable with a wide range of different local areas. The local area comprises obstructing objects 230a, 230b, 230c, such as, e.g., buildings.

A vehicle 1 has entered the local area 210 at an initial spatial configuration A.

A vehicle spatial configuration describes where the vehicle is located and optionally also how the vehicle is oriented, i.e., in which direction it is facing and if the vehicle is in an articulated state or not. Thus, vehicle spatial configuration comprises at least position, i.e., coordinates in two or three dimensions. However, the vehicle spatial configuration may also comprise headings, and articulation angles for various types of vehicle combinations, such as the vehicle combination 1.

It is desired to maneuver the vehicle 1 into a desired spatial configuration B. During the maneuver, the vehicle 1 may become distanced (C) from a planned track T. The track T may be followed while passing through intermediate desired spatial vehicle configurations along the track.

Other vehicles T may also be located in the local area 210. These vehicles may be guided at the same time as the vehicle 1 , or they may simply represent obstacles to be avoided.

The vehicle 1 decides its position with line-of-sight (LOS) signals from positioning transceivers 220a, 220b, 220c. The vehicle is then moved according to paths or maneuver commands, e.g., front road wheel angle, communicated from the terminal, and path planning, based on the vehicle’s current and desired positions.

The methods disclosed herein are for the determination of a vehicle’s position in a traffic area. In general, a traffic area is to be understood as an area in which a vehicle can be moved. In particular, the traffic area is a truck terminal or part of the terminal such as the local area 210. The area comprises buildings 230a, 230b, 230c which screen global navigation satellite system’s signals from the vehicle. The path T can be partly indoors as well. In such a scenario, GPS signals are completely blocked. In the area, there are obstacles that have to be taken into account for vehicle movement.

The terminal and vehicle have communication transceivers. For example, the terminal communication transceivers can be arranged at a terminal entrance. Communication starts when a vehicle enters the traffic area through the entrance. In general, a planned track T from an initial location (A) to a target location (B) is followed, possibly taking desired constraints associated with the vehicle configurations along T into account. A control algorithm may be used to follow the planned track T. Control algorithms can be based on a plurality of known tracking filter methods, such as Kalman filters, extended Kalman filters, and variants of a particle filter. A number of control algorithms are known and will therefore not be discussed in more detail herein.

Paths or maneuver commands, such as front wheel angle, may be communicated from the terminal to the vehicle. These suggestions are possibly complemented with path planning based on the vehicle’s current and desired positions. A vehicle maneuver can be a parking movement. In this example, moving the vehicle according to the predetermined vehicle maneuver means that the vehicle is moved in order to park the vehicle in a predetermined way at the parking spot. In cases where the terminal transmits maneuver commands, the terminal has to continuously be aware of the vehicle’s spatial configuration. Additional terminal infrastructure, such as a camera, can be used to analyze whether the parking spot is free and to further support positioning.

A map containing different terminal points of interest, and routes and maneuver commands for these spots, can be communicated from the terminal to the vehicle as well. Route suggestions and maneuver command suggestions can be based on cargo or vehicle numbers communicated from the vehicle.

Based on the terminal-provided paths, path planning, and the estimated position and heading, the vehicle can be steered. Different steering functions and controllers can be executed. The algorithms can be of advanced driver-assistance systems (ADAS) or autonomous drive (AD) type. As an example of a challenging task for the vehicle controller, where the terminal-communicated path, path planning, and enhanced position is useful, is a multi-turn maneuver including reversing between buildings.

Figure 3 shows some example details 300 of the local area 210. There is illustrated four positioning transceivers 220a, 220b, 220c, and 310. The first three positioning transceivers 220a, 220b, 220c provide direct unobstructed LOS wireless links to the vehicle 1. However, the fourth positioning transceiver 310 is in a NLOS situation with respect to the vehicle, since the direct path link is blocked by the building 230c. A distance estimated based on this NLOS wireless link will be associated with an error, specifically a positive bias. A first example positioning algorithm for positioning the vehicle 1 will now be described. This first positioning algorithm can be used to position the vehicle 1 based on the wireless links to the positioning transceivers deployed throughout the local area 210.

The main steps of the first position estimation algorithm are as follows;

- The positioning transceivers 220a, 220b, 220c send pseudorandom noise sequences (PRNSs), the positioning transceivers positions, and their transmission times, to the vehicle 1.

- The vehicle 1 detects the PRNSs.

- The vehicle 1 can now formulate and solve a trilateration problem. Trilateration can be done by any variants of the traditional time of arrival, or time difference of arrival techniques. The vehicle clock times corresponding to the detection of the PRNSs, the positioning transceivers’ transmission times, and positions, are employed. A minimization problem is solved for the vehicle position. Vehicle clock offset can be extracted as an option.

- In order to solve the trilateration equations for N space dimensions and time, we need at least signals from N+1 transceivers, if no historic or geometric constraint prior position information is supplied. By including historical position estimates, or geometric constraints, e.g., movement on a plane, the number of required signals can be reduced.

Solving a trilateration problem is schematically illustrated in Figure 4. Here a scenario 400 comprising three positioning transceivers 220a, 220b, and 220c and one vehicle 1 is shown. The distances from each positioning transceiver to the vehicle are shown as circles 410, 420, 430. The point 440 where all three circles intersect represents a solution to the trilateration problem.

Vehicle heading may also be extracted. The vehicle heading can, e.g., be extracted from position by recording a position with the same antenna or transceiver at two time instants and taking the difference, wherein the two time instants are relatively close in time compared to the vehicle dynamics. Moreover, the vehicle heading can be extracted by recording position with two antennas or transceivers at different vehicle positions at the same time and taking the difference.

Additional details on PRNSs, PRNS detection, and on the trilateration problem in general can be found in“Global positioning system, signals, measurements, and performance”, second edition, Pretap Misra, Per Enge, 2012, Ganga-Jamuna Press, Lincoln Massachusetts, USA. The position estimate can be improved by considering previously calculated positions, information about local terminal obstacles, air temperature, signal phases, and communication transceivers time synchronization support. The first positioning algorithm can also be carried out by the vehicle sending a PRNS which is received by the positioning transceivers, the terminal solving the trilateration problem, and communicating the vehicle position and heading to the vehicle.

An example second positioning algorithm will now be described. This second positioning algorithm can also be used to position the vehicle 1 based on the wireless links to the positioning transceivers 220a, 220b, and 220c deployed throughout the local area 210.

The main steps of the second position estimation algorithm are as follows;

A first positioning transceiver, call it positioning transceiver A, sends a PRNS MA to the vehicle 1 which is received by a vehicle positioning transceiver V. The vehicle positioning transceiver V sends a PRNS MV back to positioning transceiver A as soon as it receives MA. Transceiver A measures the round trip time (RTT). Transceiver A can then calculate its distance to the vehicle V as d=c ^* RTT/2, where c is the speed of light. By letting several positioning transceivers perform this step, the terminal obtains the terminal positioning transceiver-vehicle distances for several positioning transceivers. Now the trilateration step of, e.g., the first positioning algorithm can be employed. The benefit of the second positioning algorithm compared to the first positioning algorithm is that no terminal positioning transceiver synchronization step is needed.

The second positioning algorithm can be improved by considering previously calculated positions, information of local terminal obstacles, air temperature, and signal phases. The second positioning algorithm can also be carried out by the vehicle 1 sending PRNSs to the positioning transceivers 220a, 220b, and 220c, the positioning transceivers sending PRNSs back to the vehicle 1 , the vehicle 1 calculating the vehicle-terminal positioning transceiver distances through the corresponding RTTs, and finally solving the trilateration problem.

Figure 5 is a flow chart illustrating methods corresponding to the discussions above in connection to Figures 1-4. There is illustrated a method for positioning and guiding a vehicle 1 to a desired spatial configuration B in a local area 210. The method comprises estimating S3 a spatial configuration C of the vehicle 1 , wherein the spatial configuration C of the vehicle 1 is at least partly estimated based on a pre-determined number of LOS wireless propagation times between the vehicle 1 and positioning transceivers 220a, 220b, 220c, 310 deployed over the local area 210. Thus, with reference to Figures 2-4, the local area 210 and the vehicle 1 have positioning transceivers 220a, 220b, 220c. LOS positioning signals are sent to the vehicle 1. The LOS positioning signals are emitted by positioning transceivers. The positioning transceivers are distributed over the local area 210 in a way that allows LOS signal flow from two or more of the positioning transceivers to areas where the vehicle 1 moves. The LOS wireless links enable robust and accurate positioning of the vehicle 1. This way advanced maneuver guidance is enabled.

As discussed above, the desired spatial configuration B of the vehicle 1 corresponds to a spatial configuration adapted for any of; a reversing maneuver, docking at a loading bay, refueling at a refueling station, charging at an electrical charging station, vehicle parking, truck to boat on-loading and/or off-loading, truck to train on-loading and/or off-loading, and/or truck to plane on-loading and/or off-loading.

According to aspects, deploying the positioning transceivers 220a, 220b, 220c, 310 comprises configuring S1 1 the positioning transceivers to transmit pseudorandom noise sequences (PRNS), respective positioning transceiver positions, and transmission times, to the vehicle 1.

The method also comprises obtaining S4 information about the desired spatial configuration B of the vehicle 1. The desired spatial configuration may, e.g., be a spatial configuration adapted to loading or unloading cargo at a loading dock or the like. The method further comprises determining S5 a planned path T for maneuvering the vehicle 1 from the spatial configuration C into the desired spatial configuration B, and guiding S6 the vehicle 1 into the desired spatial configuration B based on the planned path T.

According to aspects, the vehicle 1 is an articulated vehicle comprising a towing vehicle 2 and one or more towed vehicles 3, 4. An example of this type of vehicle was discussed above in connection to Figure 1.

According to aspects, the method also comprises deploying S1 the positioning transceivers 220a, 220b, 220c, 310 over the local area 210 such that a pre-determ ined number N ^LOS =N+N ^EXTRA of LOS wireless links are available for a vehicle 1 at any given location throughout the local area 210, where N is a number of coordinates comprised in the spatial configuration and N ^EXTRA is a positive integer.

In order to enforce the line-of-sight signals, the placement of the positioning transceivers has to be chosen systematically. This can be accomplished in different ways. For example, terminal 3D-models including buildings can be used. In the 3D-model, the transceivers can be positioned at different terminal locations, and rays can be traced between the positioning transceiver and relevant vehicle locations. In this way, it can be verified that no obstacles are between the positioning transceiver and the relevant vehicle location. An optimization algorithm can be used as follows;

First a suitable number of positioning transceivers is chosen. Thereafter, the transceivers are moved around the local area until an optimized LOS coverage is found. If the obtained LOS coverage is not meeting specifications, additional transceivers can be added, and the algorithm is re-run. If the optimized LOS coverage on the other hand is better than the specification, the algorithm can be re-run with fewer positioning transceivers. Various constraints such as power supply, especially important areas, mounting difficulties, as well as moving and sometimes occluding objects, e.g., other vehicles, can also be taken into account.

The placement of the positioning transceivers can also be determined as follows. When the antennas are mounted, installation personnel judge various locations. For example, service personnel can manually aim from a potential transceiver site to a relevant location for the vehicle and see if there are obstacles. Service personnel mark the findings on a map. By repeating this procedure for several potential transceiver locations, a decision on final transceiver locations can be taken, involving human and/or computer decisions.

Moreover, installation personnel may carry portable transceivers to measure the signal propagation between relevant vehicle areas and potential positioning transceiver locations. The measurements may investigate line-of-sight by, e.g., angle-of-arrival, as well as propagation time, and signal strength.

According to some aspects, the method also comprises synchronizing S2 the positioning transceivers 220a, 220b, 220c, 310 deployed over the local area 210. Some positioning algorithms require that the transceivers are synchronized. Synchronization is carried out via a wired or wireless network. This can be done by, e.g., positioning transceiver A sending a PRNS MA to another positioning transceiver B. At the time of transmission, positioning transceiver As clock has time tA. Positioning transceiver B sends a PRNS MB back to positioning transceiver A as soon as it receives MA. The positioning transceiver B’s transmit time tB is sent together with MB. Transceiver A measures the round trip time RTT. Then transceiver A can correct its clock by setting the corrected message MA transmit time to tA,new = tB - RTT/2. In the same way, all positioning transceivers can be synchronized. Versions of the setup are possible, e.g., by including better clocks at some nodes, and connecting several positioning transceivers to the same clock.

According to some aspects, estimating the spatial configuration C comprises detecting and discarding S31 any non-line-of-sight, NLOS, wireless links between the vehicle 1 and positioning transceivers 310 deployed over the local area 210. NLOS wireless links are associated with larger distance measurement errors compared to LOS links. Thus, discarding NLOS links may lead to increased positioning accuracy and robustness, which is an advantage.

NLOS links can avoided by removing links with large position errors from the calculation. Moreover, based on historical positions and prior information about the terminal geometry, some received links can be removed directly as NLOS links. In other words, according to some aspects, the NLOS detecting and discarding is performed S311 based on historical positions and/or based on prior information about the local area 210.

According to other aspects, estimating the spatial configuration C of the vehicle 1 comprises measuring S33 round-trip time (RTT), or time-of flight (TOF), 410, 420, 430 and estimating a position 440 of the vehicle 1 based on the RTT or TOF measurements 410, 420,430.

According to further aspects, estimating the spatial configuration C of the vehicle 1 comprises measuring S32 time-difference-of-arrival (TDOA), and estimating a position 440 of the vehicle 1 based on the TDOA measurements.

According to aspects, estimating the spatial configuration C of the vehicle 1 comprises estimating S34 vehicle position conditioned on knowing the pre-determined number N ^LOS of available LOS wireless links.

According to other aspects, estimating the spatial configuration C of the vehicle 1 comprises estimating S35 one or more vehicle headings and/or one or more vehicle articulation angles.

According to further aspects, estimating the spatial configuration C of the vehicle 1 is based on S36 additional sensor data from any of, a vision sensor, a radar sensor, a lidar sensor, a sonar sensor, a photo-detector, and/or magnetic sensor.

As a pre-step to the control step, the estimated position and heading data can be combined with other sensor data, e.g., yaw rate and articulation angles, in a Kalman-type filter to estimate various parameters, e.g., the vehicle unit positions, such as a towing vehicle position and one or more trailer vehicle positions.

Other vehicle/terminal radar/lidar/camera/sonar sensors can be used as follows;

- Improve/substitute the proposed line-of-sight positioning system at some parts of the terminal area. If the sensors are mounted at the terminal, they can position the vehicle and transmit the information to the vehicle.

- The sensors can be used for monitoring free areas, e.g., to plan routes and protect vulnerable road users.

According to some aspects, determining the planned path T comprises retrieving S51 a previously recorded path traversed by a vehicle 1 from an initial spatial configuration A into the desired spatial configuration B.

According to some other aspects, determining the planned path T comprises generating S52 a plurality of candidate maneuver paths and evaluating a performance metric for each candidate maneuver path and selecting the candidate maneuver path associated with highest performance metric as the planned path T. The planned path T may include taking desired intermediate spatial configurations along the track into account.

Predetermined vehicle maneuvers may be obtained by track simulation and/or real-world experiments. For simulation, a vehicle dynamic model and an area map with objects are used. The following algorithm can be used both in the experiment and the simulator. For a specific vehicle location of interest where a maneuver is to be chosen, different paths are suggested to the controller. For each path, the vehicle control program is run. The resulting maneuvers are evaluated, and finally the most suitable maneuver is chosen. Maneuvers may be obtained for different sized vehicles, loaded/unloaded vehicles, and different weather situations.

According to some aspects, determining the planned path T comprises executing S53 a path finding algorithm. The vehicle or terminal may also perform path planning depending on current and desired vehicle position and orientation, and surrounding buildings. Standard known path finding algorithms such as Dijkstra’s algorithm can be applied. The algorithm uses costs for different route segments as inputs. Moreover, different turning strategies may be used for route optimization, e.g. arbitrating between turning 180 degrees by encircling large buildings versus reversing 90 degrees around a corner, and then forwarding the vehicle while turning 90 degrees more. According to some aspects, determining the planned path T comprises accounting S54 for other vehicles 1’ in the local area 210. In order to avoid traffic jams within the traffic area, multi-vehicle co-planning can be used. For example, vehicles can take different paths to closely situated desired positions. Furthermore, crowded paths may be considered during path planning, so that another less crowded route is preferred over the more crowded ones.

According to some aspects, guiding the vehicle 1 into the desired spatial configuration B comprises transmitting S61 data associated with the planned path T to the vehicle 1 over a wireless link. This way path data can be downloaded to the vehicle, which then can efficiently and conveniently maneuver into the desired position.

According to some other aspects, guiding the vehicle 1 into the desired spatial configuration B comprises transmitting S62 maneuver commands, such as desired front road wheel angle, to the vehicle 1 over a wireless link. Thus, an alternative or complement to downloading path data to the vehicle 1 is to run the control algorithms at the terminal side, and steer the vehicle directly from the terminal, possible leaving some steering alternatives to an in-vehicle driver.

The positioning and communication systems disclosed herein can also be used to warn vulnerable road users of approaching vehicles. For example, a blinking and/or sounding street sign can warn vulnerable road users about that a not yet visible vehicle is arriving from behind a corner. In other words, according to some aspects, the method comprises triggering S7 a warning signal in case a vulnerable road user is detected in a vicinity of the planned path T.

Figure 6 schematically illustrates, in terms of a number of functional units, the components of a control unit 600 according to embodiments of the discussions herein. This control unit 600 may be comprised in the articulated vehicle 1 and/or be deployed in one or more locations in connection to the local traffic area 210. Processing circuitry 610 is provided using any combination of one or more of a suitable central processing unit CPU, multiprocessor, microcontroller, digital signal processor DSP, etc., capable of executing software instructions stored in a computer program product, e.g. in the form of a storage medium 630. The processing circuitry 610 may further be provided as at least one application specific integrated circuit ASIC, or field programmable gate array FPGA.

Particularly, the processing circuitry 610 is configured to cause the control unit 600 to perform a set of operations, or steps, such as the methods discussed in connection to Figure 8. For example, the storage medium 630 may store the set of operations, and the processing circuitry 610 may be configured to retrieve the set of operations from the storage medium 630 to cause the control unit 600 to perform the set of operations. The set of operations may be provided as a set of executable instructions. Thus, the processing circuitry 610 is thereby arranged to execute methods as herein disclosed.

The storage medium 630 may also comprise persistent storage, which, for example, can be any single one or combination of magnetic memory, optical memory, solid state memory or even remotely mounted memory.

The control unit 600 may further comprise an interface 620 for communications with at least one external device. As such the interface 620 may comprise one or more transmitters and receivers, comprising analogue and digital components and a suitable number of ports for wireline or wireless communication.

The processing circuitry 610 controls the general operation of the control unit 600, e.g., by sending data and control signals to the interface 620 and the storage medium 630, by receiving data and reports from the interface 620, and by retrieving data and instructions from the storage medium 630. Other components, as well as the related functionality, of the control node are omitted in order not to obscure the concepts presented herein.

The control unit 600 optionally comprises a heading detection unit 640, such as a compass module. The control unit may also comprise any of an IMU 650, a wheel speed sensor 660, and an articulation angle sensor 670. A steering wheel angle sensor 680 and/or a yaw rate sensor 690 may optionally also be provided.

In particular, the control unit 600 may be adapted to guide a vehicle 1 to a desired spatial configuration B in a local area 210. The control unit comprises processing circuitry 610 configured to;

estimate a spatial configuration C of the vehicle 1 , wherein the spatial configuration C of the vehicle 1 is at least partly estimated based on a pre-determ ined number of LOS, wireless links between the vehicle 1 and positioning transceivers 220a, 220b, 220c, 310310 deployed over the local area 210,

transmit or receive position, paths, path planning support information, and maneuver commands,

obtain the desired spatial configuration B of the vehicle 1 ,

retrieve a pre-calculated planned path T for maneuvering the vehicle 1 from the spatial configuration C into the desired spatial configuration B, and guide the vehicle 1 into the desired spatial configuration B following the planned path T.

The control unit 600 may according to other aspects comprise processing circuitry 610 configured to;

estimate a spatial configuration C of the vehicle 1 , wherein the spatial configuration C of the vehicle 1 is at least partly estimated based on a pre-determined number of LOS wireless links between the vehicle 1 and positioning transceivers 220a, 220b, 220c, 310 deployed over the local area 210,

obtain the desired spatial configuration B of the vehicle 1 ,

determine a planned path T for maneuvering the vehicle 1 from the spatial configuration C into the desired spatial configuration B, and

guide the vehicle 1 into the desired spatial configuration B following the planned path T.

The control unit is indicated in Figure 1 and in Figure 7 as comprised in the vehicle. The control unit is also indicated in Figure 2 as deployed in connection to the local area 210. Thus, there is disclosed herein a logistics terminal and vehicles comprising the control unit 600 discussed herein. It is appreciated that both the vehicle and the logistics terminal may comprise control units 600, 600’ operating together as shown in Figure 7.

Figure 7 shows a vehicle 1 traversing a local area 700. There is no clear view of the sky due to obstructing buildings 710a, 710b, 710c, and 710d. However, the techniques and methods disclosed herein are applied through positioning transceivers 720a, 720b, such that the vehicle 1 can be accurately and robustly positioned. Notably both the vehicle 1 and the local area 700 comprise control units 600, 600’ according to the present teachings.

Figure 8 illustrates a computer readable medium 810 carrying a computer program comprising program code means 820 for performing the methods illustrated in Figure 8, when said program product is run on a computer. The computer readable medium and the code means may together form a computer program product 800.