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WO1992005505A1 - Course-to-steer navigation system - Google Patents

Course-to-steer navigation system Download PDF

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Publication number
WO1992005505A1
WO1992005505A1 PCT/US1991/006928 US9106928W WO9205505A1 WO 1992005505 A1 WO1992005505 A1 WO 1992005505A1 US 9106928 W US9106928 W US 9106928W WO 9205505 A1 WO9205505 A1 WO 9205505A1
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WO
WIPO (PCT)
Prior art keywords
course
navigation
vehicle
signals
steer
Prior art date
Application number
PCT/US1991/006928
Other languages
French (fr)
Inventor
Cliff A. Pemble
Original Assignee
Garmin International, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Garmin International, Inc. filed Critical Garmin International, Inc.
Publication of WO1992005505A1 publication Critical patent/WO1992005505A1/en

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
    • G05D1/0278—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using satellite positioning signals, e.g. GPS

Definitions

  • the present invention is concerned with a course-to-steer navigation system for navigating a vehicle. More particularly, the invention is con ⁇ cerned with a system for receiving navigation signals from a source such as global positioning satellites, and for receiving desired course information in order to determine therefrom the required bearing of the vehicle to achieve the desired course. The system then displays the course-to-steer bearing visually perceptible and usable by the operator for steering the vehicle in order to achieve the desired course.
  • sources of navigation information include such things as global positioning satellites, LORAN transmitters and the like which transmit signals for use by a receiver in determining position.
  • Some prior art navigation receivers in addition to determining position, also determine vehicle velocity, for example.
  • a vehicle operator such as an airplane pilot, must still calculate course deviations and course corrections in order to then determine the course to steer the vehicle in order to achieve a desired course.
  • Autopilot units for airplanes produce signals in the form necessary to operate the control surfaces in order to bring the airplane onto a desired course, but do not determine navigation information in terms of a bearing useful to an operator. Furthermore, autopilot units can be prohibitably expensive for many users.
  • the system hereof receives and processes navigation signals, determines a bearing to steer in order to navigate along a desired course and displays the bearing in a visually perceptible form usable by an operator.
  • the present invention includes a navigation unit operable for receiving and responding to navigation signals from a source thereof such as global positioning satellites.
  • the preferred navigation unit includes signal processor for receiving navigation signals and responsive thereto for transforming these signals into navigation data signals.
  • a data processor receives the navigation data signals and also desired course signals such as those entered by an operator, uses the received signals to determine a bearing to steer in order to achieve the desired course, and displays the bearing in a form visually perceptible and usable by the operator for steering a vehicle onto the desired course.
  • Figure 1 is a schematic representation of the preferred navigation unit
  • Fig. 2 is a computer program flowchart of the course-to-steer module for operating the data processor of Fig. 1 ;
  • Fig. 3 is a computer program flowchart of the turn initialization submodule
  • Fig. 4 is a computer program flowchart of the turn execution submodule
  • Fig. 5 is a geometric diagram illustrating the course-to-steer aspect of the present invention
  • Fig. 6 is a geometric diagram illustrating the smooth turn aspect of the present invention.
  • Figure 1 is a schematic representation of preferred navigation unit 10 which includes antenna 12, signal processor 14, data processor 16, data entry keyboard 18 and visual display 20.
  • Navigation unit 10 is operable to receive navigation signals from a source thereof such as global navigation satellites represented in Fig. 1.
  • Signal processor 14 is microprocessor based, receives navigation signals by way of antenna 12, and then processes and transforms these signals into navigation data signals presented to data processor 16.
  • the navigation data signals include data representative of position and velocity of navigation unit 10 and thereby of any vehicle to which it is attached.
  • Data entry keyboard 18 is preferable a conventional keypad for user-entry of desired course data such as course way points, for example, usually expressed in terms of latitude and longitude.
  • Preferred display 20 is a conventional liquid crystal display operable to display data from data processor 16.
  • Figs. 2-4 are computer program flowcharts for operating navigation unit 10 including data processor 16.
  • data processor 16 receives position and velocity information from signal processor 16, receives desired course information from the user by way of keyboard 18, and is then operated to determine course to steer information in terms of a bearing which is displayed on display 20 in form usable for steering a vehicle.
  • Fig. 2 illustrates course-to-steer module 200 (written in the program language XX) which is entered about once each second as an interrupt from other conventional routines incorporated in navigation unit 10 for determin ⁇ ing position and velocity and for storing this information in accessible memory.
  • module 200 the optimal course-to-steer for executing a course correction is indicated by the dashed line in Fig.
  • Navigation unit 10 operated in accordance with module 200, and with submodules 300 and 400, displays the optimal course-to-steer as a bearing in degrees which is visually perceptible on display 20 and in a form usable by the vehicle operator.
  • Module 200 enters at step 202 which retrieves the desired track (DTK in radians), cross track (XTK in meters), and vehicle velocity (V in meters per second) stored in memory. Desired track information is received from keyboard 18 and stored in memory when entered, cross track is determined in the subroutine of Fig. 4 discussed further hereinbelow, and vehicle velocity is received signal processor 14 in the data signals.
  • Desired track information is received from keyboard 18 and stored in memory when entered, cross track is determined in the subroutine of Fig. 4 discussed further hereinbelow, and vehicle velocity is received signal processor 14 in the data signals.
  • step 204 calculates the course to steer (CTS) in radians. This step also conventionally converts the radians to degrees as a bearing which is then displayed on display 20.
  • the calculated course-to-steer is determined as the previous course-to-steer plus the integral over time of the course-to-steer velocity, as explained further hereinbelow.
  • step 206 which asks whether the user has entered a new route, that is, a new desired track indicative of a course change entered by the user through keyboard 18. If yes, step 208 sets the course-to-steer equal to the new desired track, and the error (ERR) in the current track is set equal to zero. If the answer in step 206 is no, step 210 determines the course error (ERR in radians) as the difference between the desired track and the current course-to-steer.
  • CTS course to steer
  • step 212 calculates the cross-track velocity (Vx) as vehicle velocity times the sin of the error as determined in step 210.
  • step 212 also calculates vehicle acceleration toward the desired track (Ax) according to the same formula shown. Constants a and b are respectively equal to XX and YY and are determined as a matter of design choice for limiting the acceleration of the vehicle.
  • Step 214 then asks whether the vehicle being navigated is currently in the process of a smooth turn. That is to say, and further explained hereinbelow, the present invention is operable to present successive bearings for steering the vehicle around a smooth turn from one way point to another as illustrated in Fig. 6. If the answer in step 214 is yes, step 216 calculates a new Ax as the sum of the old Ax plus the acceleration (Ac) along the course-to-steer, as explained further in connection with Fig. 3.
  • step 218 calculates course-to-steer velocity (Vets) as the ratio as cross track acceleration and vehicle velocity as shown.
  • Vets course-to-steer velocity
  • Execution of module 200 then ends.
  • the dashed line indicates the course to be followed by the vehicle to correct the cross track error and to come back onto the desired track by following the optimal correction course. To achieve this, the vehicle operator needs only to steer the vehicle on the bearing displayed on display 20 which will change over time to follow the course-to-steer.
  • Turn initialization submodule 300 is illustrated in Fig. 3 and is executed once for each smooth turn to be executed.
  • submodules 300 and 400 (Fig. 4) are used to determine the parameters for executing a smooth turn particularly for an aircraft during a change in course from one way point to another. These two modules provide the course-to-steer data for module 200 if a smooth turn is to be executed, rather than just a course correction due to cross track course deviation.
  • Submodule 300 enters at step 302 which calculates the vector "Ca" (see Fig. 6) which is the tangent of the desired turning curve where bisecting vector "B" crosses this curve.
  • Vector Ca is determined as a function of input course vector "I” and output course vector "O" according to the formula shown.
  • Step 304 next asks whether the turn to be executed is a right hand turn. If yes, vector B is set equal to vector Ca rotated plus 90 degrees in step 306. If no, step 308 sets vector B equal to vector Ca rotated minus 90 degrees.
  • Step 310 then asks whether the angle TAU (the total turn angle) is less than 5 degrees. If yes, step 312 sets the variable angle THETA equal to zero. If the answer in step 310 is no, step 314 steps asks whether TAU is less than 25 degrees. If yes, step 316 sets THETA equal to TAU. If the answer in step 314 is no, step 318 sets the THETA equal to 25 degrees. After steps 312, 316 or 318, step 320 calculates acceleration (Ac) according to the formula shown along the course-to-steer which in this case is along the turning circle indicated in dashed lines in Fig. 6. In other words, the value assigned to THETA determines the maximum allowable accelera ⁇ tion of the turning circle and hence determines the radius of that circle. Execution of submodule 300 then ends.
  • acceleration Ac
  • Turn execution submodule 400 is illustrated in Fig. 4 and is entered as a periodic interrupt before each execution of module 200 (???). This module adjusts the desired track (DTK) and cross track (XTK) data as supplied to module 200 for a smooth turn.
  • DTK desired track
  • XTK cross track
  • Module 400 enters at step 402 which asks whether the vehicle velocity is less than 65 knots per second. If yes, it is assumed that the vehicle is not an aircraft and a smooth turn is not needed as indicated in step 404. If such is the case, execution of submodule 400 ends.
  • step 406 determines the anticipation distance "Ad" according to the formula shown which is the distance from the way point at which smooth turn execution begins.
  • Vector “Pw” is the vector from the current position to the way point and is determined as a function of way point position "W” and current vehicle position "P".
  • Vector “Pc” is then determined. This is the vector from the turning circle center to the current position and is calculated as a function of vector Pw, Ad, R and vector B (as determined in steps 306 or 308).
  • step 406 calculates distance (Dc) which is the magnitude of the vector Pc from the turning circle center to the current position.
  • Step 408 then asks whether the turn being executed is a right hand turn. If no, step 410 calculates cross track data for a left hand turn as the difference between R and Dc. Step 410 also determines a new desired track from the vector Pc and distance Dc rotated minus 90 degrees. If the answer in step 408 is yes, step 412 determines cross track error by subtracting R from Dc. Desired track is determined from vector Pc and distance Dc rotated plus 90 degrees.
  • modules 200, 300 and 400 are included along with other conventional modules as part of a navigation unit such as that produced by Pronav International Inc. of Lenexa, Kansas. This preferred unit incorporates components 12-20 thereof into a single economically manufactured unit.
  • the present invention encompasses many variations in the preferred embodiment described herein.
  • the present invention finds utility with LORAN navigation signals.
  • the present invention is useful for steering other vehicles such as ships and boats, and for personal land navigation.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Navigation (AREA)

Abstract

A course-to-steer navigation system for navigating a vehicle receives (12, 14) navigation signals from a source such as global positioning satellites, and receives (18) desired course information in order to determine (16) therefrom the required bearing of the vehicle to achieve the desired course. The system displays (20) the bearing in a visually perceptible form to the operator for steering the vehicle in order to achieve the desired course.

Description

COURSE-TO-STEER NAVIGATION SYSTEM
Background of the Invention 1. Field of the Invention
The present invention is concerned with a course-to-steer navigation system for navigating a vehicle. More particularly, the invention is con¬ cerned with a system for receiving navigation signals from a source such as global positioning satellites, and for receiving desired course information in order to determine therefrom the required bearing of the vehicle to achieve the desired course. The system then displays the course-to-steer bearing visually perceptible and usable by the operator for steering the vehicle in order to achieve the desired course.
2. Description of the Prior Art In the art of electronic navigation, sources of navigation information include such things as global positioning satellites, LORAN transmitters and the like which transmit signals for use by a receiver in determining position. Some prior art navigation receivers, in addition to determining position, also determine vehicle velocity, for example. Even with the high degree of sophistication and precision of the prior art devices, a vehicle operator, such as an airplane pilot, must still calculate course deviations and course corrections in order to then determine the course to steer the vehicle in order to achieve a desired course.
Autopilot units for airplanes produce signals in the form necessary to operate the control surfaces in order to bring the airplane onto a desired course, but do not determine navigation information in terms of a bearing useful to an operator. Furthermore, autopilot units can be prohibitably expensive for many users.
Summary of the Invention
The prior art problems discussed above are solved and a distinct advance in the state of the art achieved by the course-to-steer system of the present invention. That is to say, the system hereof receives and processes navigation signals, determines a bearing to steer in order to navigate along a desired course and displays the bearing in a visually perceptible form usable by an operator.
Broadly speaking, the present invention includes a navigation unit operable for receiving and responding to navigation signals from a source thereof such as global positioning satellites. The preferred navigation unit includes signal processor for receiving navigation signals and responsive thereto for transforming these signals into navigation data signals. A data processor receives the navigation data signals and also desired course signals such as those entered by an operator, uses the received signals to determine a bearing to steer in order to achieve the desired course, and displays the bearing in a form visually perceptible and usable by the operator for steering a vehicle onto the desired course.
Brief Description of the Drawings Figure 1 is a schematic representation of the preferred navigation unit;
Fig. 2 is a computer program flowchart of the course-to-steer module for operating the data processor of Fig. 1 ;
Fig. 3 is a computer program flowchart of the turn initialization submodule;
Fig. 4 is a computer program flowchart of the turn execution submodule;
Fig. 5 is a geometric diagram illustrating the course-to-steer aspect of the present invention; and Fig. 6 is a geometric diagram illustrating the smooth turn aspect of the present invention.
Description of the Preferred Embodiment
Figure 1 is a schematic representation of preferred navigation unit 10 which includes antenna 12, signal processor 14, data processor 16, data entry keyboard 18 and visual display 20. Navigation unit 10 is operable to receive navigation signals from a source thereof such as global navigation satellites represented in Fig. 1.
Signal processor 14 is microprocessor based, receives navigation signals by way of antenna 12, and then processes and transforms these signals into navigation data signals presented to data processor 16. The navigation data signals include data representative of position and velocity of navigation unit 10 and thereby of any vehicle to which it is attached. Data entry keyboard 18 is preferable a conventional keypad for user-entry of desired course data such as course way points, for example, usually expressed in terms of latitude and longitude. Preferred display 20 is a conventional liquid crystal display operable to display data from data processor 16.
Figs. 2-4 are computer program flowcharts for operating navigation unit 10 including data processor 16. Broadly speaking, data processor 16 receives position and velocity information from signal processor 16, receives desired course information from the user by way of keyboard 18, and is then operated to determine course to steer information in terms of a bearing which is displayed on display 20 in form usable for steering a vehicle. Fig. 2 illustrates course-to-steer module 200 (written in the program language XX) which is entered about once each second as an interrupt from other conventional routines incorporated in navigation unit 10 for determin¬ ing position and velocity and for storing this information in accessible memory. Referring also to Fig. 5 as an aid in understanding, module 200, the optimal course-to-steer for executing a course correction is indicated by the dashed line in Fig. 5. That is to say, if a course deviation has occurred as quantified by the cross track error, it is desirable to steer a course which will efficiently and smoothly bring the vehicle back on course. Navigation unit 10 operated in accordance with module 200, and with submodules 300 and 400, displays the optimal course-to-steer as a bearing in degrees which is visually perceptible on display 20 and in a form usable by the vehicle operator.
Module 200 enters at step 202 which retrieves the desired track (DTK in radians), cross track (XTK in meters), and vehicle velocity (V in meters per second) stored in memory. Desired track information is received from keyboard 18 and stored in memory when entered, cross track is determined in the subroutine of Fig. 4 discussed further hereinbelow, and vehicle velocity is received signal processor 14 in the data signals.
The program then moves to step 204 which calculates the course to steer (CTS) in radians. This step also conventionally converts the radians to degrees as a bearing which is then displayed on display 20. The calculated course-to-steer is determined as the previous course-to-steer plus the integral over time of the course-to-steer velocity, as explained further hereinbelow. The program then moves to step 206 which asks whether the user has entered a new route, that is, a new desired track indicative of a course change entered by the user through keyboard 18. If yes, step 208 sets the course-to-steer equal to the new desired track, and the error (ERR) in the current track is set equal to zero. If the answer in step 206 is no, step 210 determines the course error (ERR in radians) as the difference between the desired track and the current course-to-steer.
After steps 208 or 210, step 212 calculates the cross-track velocity (Vx) as vehicle velocity times the sin of the error as determined in step 210. Step 212 also calculates vehicle acceleration toward the desired track (Ax) according to the same formula shown. Constants a and b are respectively equal to XX and YY and are determined as a matter of design choice for limiting the acceleration of the vehicle.
Step 214 then asks whether the vehicle being navigated is currently in the process of a smooth turn. That is to say, and further explained hereinbelow, the present invention is operable to present successive bearings for steering the vehicle around a smooth turn from one way point to another as illustrated in Fig. 6. If the answer in step 214 is yes, step 216 calculates a new Ax as the sum of the old Ax plus the acceleration (Ac) along the course-to-steer, as explained further in connection with Fig. 3.
If the answer in step 214 is no or after step 216, step 218 calculates course-to-steer velocity (Vets) as the ratio as cross track acceleration and vehicle velocity as shown. Execution of module 200 then ends. As illustrated in Fig. 5 the dashed line indicates the course to be followed by the vehicle to correct the cross track error and to come back onto the desired track by following the optimal correction course. To achieve this, the vehicle operator needs only to steer the vehicle on the bearing displayed on display 20 which will change over time to follow the course-to-steer.
Turn initialization submodule 300 is illustrated in Fig. 3 and is executed once for each smooth turn to be executed. In particular, submodules 300 and 400 (Fig. 4) are used to determine the parameters for executing a smooth turn particularly for an aircraft during a change in course from one way point to another. These two modules provide the course-to-steer data for module 200 if a smooth turn is to be executed, rather than just a course correction due to cross track course deviation. Submodule 300 enters at step 302 which calculates the vector "Ca" (see Fig. 6) which is the tangent of the desired turning curve where bisecting vector "B" crosses this curve. Vector Ca is determined as a function of input course vector "I" and output course vector "O" according to the formula shown.
Step 304 next asks whether the turn to be executed is a right hand turn. If yes, vector B is set equal to vector Ca rotated plus 90 degrees in step 306. If no, step 308 sets vector B equal to vector Ca rotated minus 90 degrees.
Step 310 then asks whether the angle TAU (the total turn angle) is less than 5 degrees. If yes, step 312 sets the variable angle THETA equal to zero. If the answer in step 310 is no, step 314 steps asks whether TAU is less than 25 degrees. If yes, step 316 sets THETA equal to TAU. If the answer in step 314 is no, step 318 sets the THETA equal to 25 degrees. After steps 312, 316 or 318, step 320 calculates acceleration (Ac) according to the formula shown along the course-to-steer which in this case is along the turning circle indicated in dashed lines in Fig. 6. In other words, the value assigned to THETA determines the maximum allowable accelera¬ tion of the turning circle and hence determines the radius of that circle. Execution of submodule 300 then ends.
Turn execution submodule 400 is illustrated in Fig. 4 and is entered as a periodic interrupt before each execution of module 200 (???). This module adjusts the desired track (DTK) and cross track (XTK) data as supplied to module 200 for a smooth turn.
Module 400 enters at step 402 which asks whether the vehicle velocity is less than 65 knots per second. If yes, it is assumed that the vehicle is not an aircraft and a smooth turn is not needed as indicated in step 404. If such is the case, execution of submodule 400 ends.
If the answer in step 402 is no, the program moves to step 406 to execute the calculations as shown. The first calculation determines the turning circle radius (R) (as illustrated in Fig. 6) as a function of vehicle velocity (V) and turning circle acceleration as previously determined in step 320. Next, step 406 determines the anticipation distance "Ad" according to the formula shown which is the distance from the way point at which smooth turn execution begins.
Vector "Pw" is the vector from the current position to the way point and is determined as a function of way point position "W" and current vehicle position "P". Vector "Pc" is then determined. This is the vector from the turning circle center to the current position and is calculated as a function of vector Pw, Ad, R and vector B (as determined in steps 306 or 308). Finally, step 406 calculates distance (Dc) which is the magnitude of the vector Pc from the turning circle center to the current position.
Step 408 then asks whether the turn being executed is a right hand turn. If no, step 410 calculates cross track data for a left hand turn as the difference between R and Dc. Step 410 also determines a new desired track from the vector Pc and distance Dc rotated minus 90 degrees. If the answer in step 408 is yes, step 412 determines cross track error by subtracting R from Dc. Desired track is determined from vector Pc and distance Dc rotated plus 90 degrees.
After steps 410 or 412 execution of submodule 400 ends. The new data for cross track (XTK) and desired track (DTK) is then used by module 200 to determine the course-to-steer for the smooth turn. As Fig. 6 illustrates, the course-to-steer changes as the vehicle traverses the smooth turn. Accordingly, XTK and DTK are recalculated during each calculation of submodule 400 to take into account new vehicle position and changes in the various geometric relationships. In the preferred embodiment, modules 200, 300 and 400 are included along with other conventional modules as part of a navigation unit such as that produced by Pronav International Inc. of Lenexa, Kansas. This preferred unit incorporates components 12-20 thereof into a single economically manufactured unit. As those skilled in the art will appreciate, the present invention encompasses many variations in the preferred embodiment described herein. For example, the present invention finds utility with LORAN navigation signals. Additionally, it may be desirable to change the defined constants used in the various calculations to set other maximum allowable accelerations. Finally, the present invention is useful for steering other vehicles such as ships and boats, and for personal land navigation.
Having thus described the preferred embodiment of the present invention, the following is claimed as new and desired to be secured by Letters Patent:

Claims

CLAIMS:
1. An apparatus for informing a vehicle operator of the course to steer a vehicle in order to achieve a desired navigation course, said apparatus comprising: a navigation unit including -- signal processing means, for receiving navigation signals from a source thereof and response thereto for transforming said navigation signals into navigation data signals representative of at least the position of said processor means, and thereby of a vehicle to which said proces¬ sor means may be coupled, data processing means for receiving said navigation data signals, course data entry means for entering desired navigation course data into said navigation unit, said data processing means including means for receiving said desired course data and responsive thereto and to said navigation data signals for determining a bearing for steering in order to achieve said desired course, and visual display means for visually displaying said bearing to an operator, said bearing being a course to steer in order to achieve said desired navigation course.
2. A method of navigating a vehicle comprising the steps of: receiving navigation signals from a source thereof at a location associated with a vehicle to be navigated; transforming said navigation signals into navigation data signals representative of at least the position of the vehicle; receiving desired navigation course signals representative of a desired course for navigating the vehicle; processing said navigation data and course signals and determining therefrom a bearing for steering the vehicle in order to achieve said desired course; and displaying said bearing in a visually perceptible form to an operator of the vehicle for use by the operator in steering the vehicle to achieve said desired course.
PCT/US1991/006928 1990-09-26 1991-09-24 Course-to-steer navigation system WO1992005505A1 (en)

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US588,685 1990-09-26

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US9857794B1 (en) 2015-07-23 2018-01-02 Brunswick Corporation System for controlling position and speed of a marine vessel
US9952595B2 (en) 2016-03-01 2018-04-24 Brunswick Corporation Vessel maneuvering methods and systems
US10095232B1 (en) 2016-03-01 2018-10-09 Brunswick Corporation Station keeping methods
US10198005B2 (en) 2016-03-01 2019-02-05 Brunswick Corporation Station keeping and waypoint tracking methods
US10259555B2 (en) 2016-08-25 2019-04-16 Brunswick Corporation Methods for controlling movement of a marine vessel near an object
US10322787B2 (en) 2016-03-01 2019-06-18 Brunswick Corporation Marine vessel station keeping systems and methods
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US10437248B1 (en) 2018-01-10 2019-10-08 Brunswick Corporation Sun adjusted station keeping methods and systems
US10633072B1 (en) 2018-07-05 2020-04-28 Brunswick Corporation Methods for positioning marine vessels
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US10845812B2 (en) 2018-05-22 2020-11-24 Brunswick Corporation Methods for controlling movement of a marine vessel near an object
US10926855B2 (en) 2018-11-01 2021-02-23 Brunswick Corporation Methods and systems for controlling low-speed propulsion of a marine vessel
US11198494B2 (en) 2018-11-01 2021-12-14 Brunswick Corporation Methods and systems for controlling propulsion of a marine vessel to enhance proximity sensing in a marine environment
US11530022B1 (en) 2018-07-10 2022-12-20 Brunswick Corporation Method for controlling heading of a marine vessel
US12065230B1 (en) 2022-02-15 2024-08-20 Brunswick Corporation Marine propulsion control system and method with rear and lateral marine drives
US12110088B1 (en) 2022-07-20 2024-10-08 Brunswick Corporation Marine propulsion system and method with rear and lateral marine drives

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EP0821296A2 (en) * 1996-07-23 1998-01-28 CLAAS KGaA Route planning system for agricultural working vehicles
EP0821296A3 (en) * 1996-07-23 1998-09-02 CLAAS KGaA Route planning system for agricultural working vehicles
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