Patent Description:
There are a wide variety of different types of agricultural vehicles. Some vehicles include harvesters, such as a forage harvesters, and other harvesters, that harvest grain or other crop. Such harvesters often unload into carts which may be pulled by tractors or semi-trailers as the harvesters are moving.

By way of example, while harvesting in a field using a forage harvester, an operator attempts to control the forage harvester to maintain harvesting efficiency, during many different types of conditions. The soil conditions, crop conditions, etc., can all change. This may result in the operator changing control settings. This means that the operator needs to devote a relatively large amount of attention to controlling the forage harvester.

At the same time, a semi-truck or tractor-pulled cart is often in position relative to the forage harvester (e.g., behind the forage harvester or alongside the forage harvester) so that the forage harvester can fill the truck or cart while moving through the field. In some current systems, this requires the operator of the forage harvester to control the position of the unloading spout and flap so that the truck or cart is filled evenly, but not overfilled. Even a momentary misalignment between the spout and the truck or cart may result in hundreds of kilograms of harvested material being dumped on the ground, or elsewhere, rather than in the truck or cart.

As discussed above, it can be very difficult for an operator to maintain high efficiency in controlling a forage harvester, and also to optimally monitor the position of the receiving vehicle. This difficulty can even be exacerbated when the receiving vehicle is located behind the forage harvester, so that the forage harvester is executing a rear unloading operation, but the difficulty also exists in side-by-side unloading scenarios.

In order to address these issues, some automatic cart filling control systems have been developed to automate portions of the filling process. These types of systems currently provide automation for simplifying the unloading process. One such automatic fill control system uses a stereo camera on the spout of the harvester to capture an image of the harvesting vehicle. An image processing system determines dimensions of the receiving vehicle and the distribution of the crop deposited inside it. The system also detects crop height within the receiving vehicle, in order to automatically aim the spout toward empty spots and control the flap position to achieve a more even fill, while reducing spillage.

However, some forage harvesters do not have such an automatic cart filling control system. Even where they do, there may be instantaneous changes in the position of the receiving vehicle, relative to the forage harvester, that put the receiving vehicle in a compromised position. By a compromised position it is meant that, in one example, the receiving vessel on the receiving vehicle is out of range of the harvested material, or is soon to be out of range, so that the harvested material will so no longer land (or no longer lands) on the receiving vessel. This may result from a sudden deceleration of the receiving vessel, or acceleration of the harvester. For instance, the receiving vehicle may get stuck in muddy soil, while the forage harvester keeps moving. The receiving vehicle may fall behind the forage harvester for other reasons as well.

If this happens, and the forage harvester operator does not know it in time to take corrective action, the harvested material can sometimes impact and damage the towing vehicle (e.g., by breaking the windshield, etc.). Similarly, if the trailing vehicle falls behind for any reason, this can result in hundreds of kilograms of harvested material being dumped onto the ground, rather than into the receiving vessel on the receiving vehicle.

<CIT> describes a harvesting machine in which the position of a combine is automatically controlled with respect to a material receiving vehicle in order to fill the vehicle. <CIT> shows a similar system adjusting the position of a grain unloader auger (by rotating the auger around a vertical axis) of a combine to fill successively different zones on the receiving vehicle. If the rotation angle exceeds a threshold, the relative position of both vehicles is adjusted.

A sensor detects a variable indicative of a position of a receiving vehicle relative to a harvester during a harvester operation in which a material conveyance subsystem on the harvester is conveying harvested material to the receiving vehicle. If the receiving vehicle is about to be out of range of the material conveyance subsystem, then a control signal is generated that can alert the operator of the harvester, automatically control harvester speed, or perform other control operations.

The present description thus proceeds with respect to a harvester that automatically detects when the receiving vessel is about to be in a compromised position (so that the receiving vessel is about to be out of range of the harvested material). A control signal is generated to alert the operator and/or automatically control the harvester.

<FIG> is a pictorial illustration showing one example of a self-propelled forage harvester <NUM> filling a tractor-pulled drain cart (or receiving vehicle) <NUM>. The interior of cart <NUM> thus forms a receiving vessel <NUM> for receiving harvested material. In the example shown in <FIG>, a tractor <NUM>, that is pulling grain cart <NUM>, is positioned directly behind forage harvester <NUM>. Also, in the example illustrated in <FIG>, forage harvester <NUM> has a camera <NUM> mounted on the spout <NUM> through which the harvested material <NUM> is traveling. Camera <NUM> captures an image of the receiving area <NUM> of cart <NUM>. When harvester <NUM> has an automatic cart filling control system that includes image processing, as discussed above, that system can gauge the height of harvested material in cart <NUM>, and the location of that material. It thus automatically controls the position of spout <NUM> and flap <NUM> to direct the trajectory of material <NUM> into the receiving area <NUM> of cart <NUM> to obtain an even fill throughout the entire length of cart <NUM>, while not overfilling cart <NUM>. By automatically it is meant, for example, that the operation is performed without further human involvement except, perhaps, to initiate or authorize the operation.

In one example, regardless of whether harvester <NUM> has an automatic cart filling control system, camera <NUM> is a stereo camera. Thus, the images captured by camera <NUM> can be used to determine how far receiving vehicle <NUM> is behind harvester <NUM>. This can be used (as discussed below) to determine when receiving vehicle <NUM> is too far behind harvester <NUM> so it no longer receives the harvested material.

<FIG> is a pictorial illustration showing another example of a self-propelled forage harvester <NUM>, this time loading a semi-trailer (or receiving vessel on a receiving vehicle) <NUM> in a configuration in which a semitractor is pulling semi-trailer <NUM> alongside forage harvester <NUM>. Therefore, the spout <NUM> and flap <NUM> are positioned to unload the harvested material <NUM> to fill trailer <NUM> according to a pre-defined side-by-side fill strategy. Again, <FIG> shows that camera <NUM> can capture an image of semi-trailer <NUM>. In the example illustrated in <FIG>, the field of view of camera <NUM> is directed toward the receiving area of trailer <NUM> so that image processing can be performed to identify the distance between harvester <NUM> and trailer <NUM>.

<FIG> is a block diagram showing one example of harvester <NUM>, in more detail. Harvester <NUM> illustratively includes processors or servers <NUM>, data store <NUM>, a set of sensors <NUM> (which can include stereo camera <NUM>, LIDAR sensor <NUM>, RADAR sensor <NUM>, positioning system sensor <NUM>, speed sensor <NUM>, and other sensors <NUM>), communication system <NUM>, control system <NUM>, vehicle position detection system <NUM>, controllable subsystems <NUM>, operator interface mechanisms <NUM>, and it can include other items <NUM>. Vehicle position detection system <NUM> illustratively includes image processing system <NUM>, relative speed processing system <NUM>, other sensor signal processing system <NUM>, relative position change detector <NUM>, distance condition analysis system <NUM>, and it can include other items <NUM>. Relative position change detection system <NUM> includes change detector <NUM>, rate of change detector <NUM>, and it can include other items <NUM>. Distance condition analysis system <NUM> can include material range analyzer <NUM>, alert condition identifier <NUM>, output generator <NUM>, and it can include other items <NUM> as well. controllable subsystems <NUM> can include a header subsystem <NUM>, material conveyance subsystem (e.g., spout, blower, flap, etc.) <NUM>, propulsion subsystem <NUM>, alert subsystem <NUM>, steering subsystem <NUM>, and it can include other items <NUM>.

<FIG> also shows that, in one example, operator <NUM> can interact with operator interface mechanisms <NUM> in order to control and manipulate harvester <NUM>. Therefore, operator interface mechanisms <NUM> can be any of a wide variety of operator interface mechanisms, such as levers, joysticks, steering wheels, pedals, linkages, buttons, a touch sensitive display screen, among other things.

In addition, receiving vehicle <NUM>, and other remote systems <NUM> can communicate with harvester <NUM> over network <NUM>. Network <NUM> can thus be any of a wide variety of different types of networks, such as a near field communication, wide area network, a local area network, a cellular communication network, or any of a wide variety of other networks or combinations of networks.

Before describing the overall operation of harvester <NUM>, a brief description of some of the items in harvester <NUM>, and their operation, will first be provided.

As discussed above, stereo camera <NUM> can capture an image of the receiving vehicle (either the cart, or the pulling vehicle, or both) and capture stereo images that can be processed to identify a distance of the receiving vehicle from harvester <NUM>. The same can be done with a LIDAR sensor <NUM> or a RADAR sensor <NUM>. In addition, positioning system sensor <NUM> can be a GPS receiver or other positioning system that receives coordinates of the receiver <NUM> in a global or local coordinate system. Communication system <NUM> can be configured to communicate with receiving vehicle <NUM> over network <NUM>. Thus, harvester <NUM> and vehicle <NUM> can communicate their positions and these positions can be used to determine vehicle speed, the positions of the vehicles relative to one another, and other items.

Speed sensor <NUM> can be a sensor that senses the speed of rotation of an axle, or a ground-engaging element (such as a wheel), or it can be another sensor that provides an indication of ground speed of harvester <NUM>. It will be noted that receiving vehicle <NUM> can also be fitted with a speed sensor so that the speed of vehicle <NUM> can be communicated (using communication system <NUM>) to harvester <NUM>. Harvester <NUM> can of course have a wide variety of other sensors <NUM> as well.

Vehicle position detection system <NUM> detects the relative positions of harvester <NUM> and receiving vehicle <NUM>, with respect to one another. Thus, it can be determined whether receiving vehicle <NUM> is in a compromised position in which it is too far behind harvester <NUM> or is falling behind, and out of position for receiving harvested material from harvester <NUM>. As discussed above, this can happen relatively rapidly, based on unexpected rapid decelerations of vehicle <NUM> or accelerations of harvester <NUM>, based on unexpected stoppages of receiving vehicle <NUM>, or for a wide variety of other reasons. Vehicle position detection system <NUM> provides an output to control system <NUM> indicative of the relative positions of harvester <NUM> and vehicle <NUM>.

When those positions indicate that action should be taken, control system <NUM> generates control signals to control one or more of the controllable subsystems <NUM>. For instance, when vehicle position detection system <NUM> determines that receiving vehicle <NUM> is too far behind, and out of position relative to harvester <NUM>, or is quickly falling behind harvester <NUM> so that it will soon be out of position, then it can provide an indication of this to control system <NUM>.

Control system <NUM> can provide a control signal to control the propulsion subsystem <NUM> of harvester <NUM> to slow down or stop harvester <NUM>, until receiving vehicle <NUM> again attains the proper following position. Control system <NUM> can generate a control signal to control alert subsystem <NUM> to surface an alert on operator interface mechanisms <NUM> for operator <NUM>. Control system <NUM> can generate a control signal to control material conveyance subsystem <NUM> to control the blower, spout or flap position, etc. Control system <NUM> can also generate control signals to control the header subsystem <NUM>, the steering subsystem <NUM> or other controllable subsystems <NUM>.

In addition, control system <NUM> can generate control signals to control multiple controllable subsystems <NUM>. For instance, if receiving vehicle <NUM> is falling behind, control system <NUM> can generate a control signal to control propulsion subsystem <NUM> to stop harvester <NUM>. It can also generate control signals to control header subsystem <NUM> to stop operation, and to control material conveyance subsystem <NUM> to stop the blower from delivering harvested material. These are just some examples of how control system <NUM> can generate control signals to control the various controllable subsystems <NUM> on harvester <NUM>, based upon an output from vehicle position detection system <NUM> that the receiving vehicle is in a compromised position (e.g., it is out of position or is quickly falling out of position).

The particular configuration of vehicle position detection system <NUM> may vary, based upon the particular sensors <NUM> that it uses to identify the relative positions of harvester <NUM> and receiving vehicle <NUM>. For instance, when stereo camera images from stereo camera <NUM> are used to determine those positions, then image processing system <NUM> is used to identify the distance between the two vehicles based upon the stereo camera images received. When speed signals are received (such as a speed signal from speed sensor <NUM> and a speed signal from receiving vehicle <NUM>, or a speed derived from positioning system sensor <NUM> and a similar sensor on receiving vehicle <NUM>), then relative speed processing system <NUM> can analyze the speed signals to determine whether receiving vehicle <NUM> is falling out of position. For instance, if the speed of harvester <NUM> has unexpectedly accelerated relative to the speed of receiving vehicle <NUM>, or if the speed of receiving vehicle <NUM> has unexpectedly decelerated relative to the speed of harvester <NUM>, then relative speed processing system <NUM> can identify this as a situation where receiving vehicle <NUM> may be falling out of position.

If other sensors (such as LIDAR sensor <NUM>, RADAR sensor <NUM>, or other sensors <NUM>) are used to identify the relative positions of the two vehicles, then other signal processing system <NUM> can process those signals. System <NUM> can identify a situation in which receiving vehicle <NUM> is out of position, or is about to be out of position.

Relative position change detection system <NUM> can then identify characteristics of the change in the relative position of the two vehicles. For instance, based upon the change in speed and the duration of that change in speed, or based upon the changes in relative position obtained by image processing system <NUM>, or based upon the other variables that can be provided to system <NUM> and that indicate the relative distance between the two vehicles <NUM> and <NUM>, change detector <NUM> can detect whether that relative position has changed. Rate of change detector <NUM> determines the rate of change. For instance, if the change in position is relatively small, and has happened relatively slowly, then this may indicate a momentary, and reasonable, change in position. However, if the magnitude of the change in distance is relatively high, and it happened relatively quickly, then this may indicate that receiving vehicle <NUM> will quickly be out of position to receive the harvested material from harvester <NUM>.

Distance condition analysis system <NUM> analyzes the position of the two vehicles relative to one another, and how that position has changed, to determine whether some action needs to be taken by control system <NUM>. In one example, distance condition analysis system <NUM> receives the relative position of the two vehicles, relative to one another, and determines whether vehicle <NUM> is out of position. If so, output generator <NUM> generates an output to control system <NUM> indicating that receiving vehicle <NUM> is out of position. In that case, control system <NUM> can generate control signals to control the controllable subsystems <NUM> as described above.

In another example, distance condition analysis system <NUM> can consider the range of material conveyance subsystem <NUM> (e.g., how far subsystem <NUM> can blow the harvested material). For instance, if vehicle <NUM> has recently dropped further behind harvester <NUM>, but the distance between the two vehicles is still acceptable, because the trajectory of the material can be changed, so that the receiving vessel on the receiving vehicle <NUM> is still within range of the conveyance subsystem <NUM>, then material range analyzer <NUM> can identify this. Conversely, if vehicle <NUM> is out of range of the material conveyance subsystem <NUM>, or is soon to be out of range (e.g., vehicle <NUM> is in a compromised position), then analyzer <NUM> can identify this as well.

Alert condition identifier <NUM> can identify whether the current distance between the vehicles, and/or the characteristics of the distance between the two vehicles (e.g., whether it is steady, changing rapidly, etc.) corresponds to any of a given number of different alert conditions. For instance, if the two vehicles are within range of one another, and the distance between them is not changing significantly, then alert condition identifier <NUM> may identify that there is no alert condition present. However, if the two vehicles are still within range of one another, but the distance between them is changing relatively rapidly, then alert condition identifier <NUM> may identify an alert condition that indicates that the current distance is acceptable, but that the vehicles are quickly diverging so that vehicle <NUM> may quickly become out of range. If the two vehicles are already out of range of one another, then alert condition identifier <NUM> may identify this as a higher level of alert that requires more immediate action.

Based upon the type of alert condition, output generator <NUM> can generate a corresponding output to control system <NUM>. Control system <NUM> can then generate the appropriate control signals to control controllable subsystems <NUM>, based on the alert level or alter condition.

<FIG> is a flow diagram illustrating one example of the operation of harvester <NUM> in identifying the relative positions of harvester <NUM> and receiving vehicle <NUM>, and controlling harvester <NUM> based upon that relative distance. It is first assumed that harvester <NUM> is unloading material into a receiving vehicle <NUM>. This is indicated by block <NUM> in the flow diagram of <FIG>. Receiving vehicle <NUM> may be in a rear unloading position, in which it is traveling substantially directly behind harvester <NUM>. This is indicated by block <NUM>. Receiving vehicle <NUM> may be in a side-by-side unloading position as well. This is indicated by block <NUM>.

Vehicle position detection system <NUM> then detects a characteristic of the position of the receiving vehicle <NUM> relative to the harvester <NUM>. This is indicated by block <NUM>. As discussed above, system <NUM> can use one of its components, and an input from one or more of sensors <NUM>, to identify the raw distance between the two vehicles. This is indicated by block <NUM>. Relative position change detection system <NUM> can detect the change in distance, as well as one or more other characteristics of that change. This is indicated by block <NUM>. The characteristic of the position of the two vehicles relative to one another can be based on an analysis of an input from stereo camera <NUM>. It can be based on an input from other non-contact sensors, such as LIDAR <NUM>, RADAR <NUM>, or other sensors <NUM>. This is indicated by block <NUM> in the flow diagram of <FIG>. The characteristic of the position of the two vehicles relative to one another can be generated based upon inputs from positioning system sensor <NUM> and a similar input from receiving vehicle <NUM>. This is indicated by block <NUM> in the flow diagram of <FIG>. The characteristic of the position of the two vehicles relative to one another can be determined based on inputs from speed sensor <NUM> (and possibly an input from a speed sensor on receiving vehicle <NUM>). The characteristic of the distance can be detected in other ways as well, and this is indicated by block <NUM> in the flow diagram of <FIG>.

Vehicle position detection system <NUM> then detects whether receiving vehicle <NUM> is in a compromised position in which it is no longer receiving the harvested material, or will soon be in a position that it no longer receives the harvested material (e.g., a position in which the proper conveyance of harvested material to receiving vehicle <NUM> is compromised). If the raw distance <NUM> between the two vehicles is sensed, then distance condition analysis system <NUM> can determine whether receiving vehicle <NUM> is out of position (e.g., out of range of the material being transferred from harvester <NUM>). This is indicated by block <NUM> in the flow diagram of <FIG>. If so, then output generator <NUM> generates an output indicative of this to control system <NUM> and control system <NUM> generates one or more control signals based on that output.

Generating control signals is generated by block <NUM> in the flow diagram of <FIG>. In one example, control system <NUM> controls alert subsystem <NUM> to generate an alert on operator interface mechanisms <NUM> for operator <NUM>. This is indicated by block <NUM>. The alert can be any type of audio, visual or haptic output that alerts operator <NUM> to the fact that receiving vehicle <NUM> is out of range, or out of position. Control system <NUM> can also generate a control signal to control one or more of controllable subsystems <NUM> to automatically control harvester <NUM> to take action based upon the indication that the two vehicles are out of range of one another. For instance, control system <NUM> can automatically control propulsion subsystem <NUM> to slow down, or stop, harvester <NUM>. This is indicated by block <NUM> in the flow diagram of <FIG>. It can control any one or more of the controllable subsystems <NUM> in a wide variety of other ways as well (some of which were discussed above), and this is indicated by block <NUM> in the flow diagram of <FIG>.

If, at block <NUM>, distance condition analysis system <NUM> determines that receiving vehicle <NUM> is not yet out of range, then system <NUM> determines whether the relative position of the two vehicles is changing. This is indicated by block <NUM> in the flow diagram of <FIG>. Thus, the distance between the two vehicles is changing, then distance condition analysis system <NUM> determines whether the relative position change needs to be addressed. This is indicated by block <NUM>. For instance, system <NUM> determines whether receiving vehicle <NUM> is in danger of becoming out of position relative to harvester <NUM>. If so, then output generator <NUM> generates an output indicative of this to control system <NUM> which, in turn, generates control signals to control the controllable subsystems <NUM>. Determining whether the relative position change is to be addressed is indicated by block <NUM> in the flow diagram of <FIG>.

As discussed above, distance condition analysis system <NUM> can make this determination in a wide variety of different ways. For instance, distance condition analysis system <NUM> can determine whether receiving vehicle <NUM> is falling too far behind harvester <NUM>, so that action should be taken to reduce the likelihood that harvested material will no longer be received by receiving vehicle <NUM>. Determining whether the receiving vehicle is falling too far behind harvester <NUM> is indicated by block <NUM>. In another example, distance condition analysis system <NUM> can consider the speed or rate at which the relative position of the two vehicles is changing. It can, for instance, receive an output from relative position change detector <NUM> indicating how quickly receiving vehicle <NUM> is falling behind harvester <NUM> (e.g., in meter per second or in other units). If it is falling behind harvester <NUM> relatively quickly (e.g., at a rate that meets a threshold level), then an alert condition may be generated to take action more promptly. If it is falling behind harvester <NUM> only by a small distance, and relatively slowly (e.g., at a rate that meets a different threshold level), then a different alert condition can be generated, and different actions can be taken, or no action may be taken, and the system simply waits to analyze how the distance is changing in the future. Considering the speed at which the relative position between the two vehicles is changing is indicated by block <NUM> in the flow diagram of <FIG>.

Material range analyzer <NUM> can also analyze the changing distance between the two vehicles in view of the range over which material conveyance subsystem <NUM> can convey the material to the receiving vehicle <NUM>. For instance, if the distance is changing but the distance between the two vehicles is still within an acceptable range, so that material conveyance subsystem <NUM> can still convey the material far enough to be received by receiving vehicle <NUM>, then it may be that a low level alert condition is generated, simply indicating that vehicle <NUM> is falling behind, but that it is still within range. However, if material range analyzer <NUM> determines that receiving vehicle <NUM> is quickly falling out of range, and will soon be outside the range of the material conveyance subsystem <NUM>, then a higher level alert may be indicated, meaning that more immediate control responses are appropriate. Considering the range over which the material can be conveyed by material conveyance subsystem <NUM> is indicated by block <NUM> in the flow diagram of <FIG>. Determining whether the change in distance between the two vehicles needs to be addressed can be done by distance condition analysis system <NUM> in any of a variety of other ways as well, and this is indicted by block <NUM> in the flow diagram of <FIG>.

This type of vehicle position detection and control can continue until the harvesting operation is complete. This is indicated by block <NUM> in the flow diagram of <FIG>.

The present discussion has mentioned processors and servers. In one example, the processors and servers include computer processors with associated memory and timing circuitry, not separately shown. They are functional parts of the systems or devices to which they belong and are activated by, and facilitate the functionality of the other components or items in those systems.

Claim 1:
A harvester (<NUM>), comprising:
a header configured to gather harvested material into the harvester (<NUM>);
a conveyance subsystem configured to convey the harvested material from the harvester (<NUM>) to a receiving vehicle (<NUM>) during a harvesting operation;
a controllable subsystem (<NUM>);
a vehicle position detection system (<NUM>) configured to detect a characteristic of a position of the harvester (<NUM>) relative to a position of the receiving vehicle (<NUM>) and to determine whether the receiving vehicle (<NUM>) is out of range of the material conveyance subsystem (<NUM>) so the material conveyance subsystem (<NUM>) is not conveying the harvested material to the receiving vessel of the receiving vehicle (<NUM>);
wherein the vehicle position detection system (<NUM>) configured to determine whether the receiving vehicle (<NUM>) is in a compromised position relative to the harvester (<NUM>), in which conveyance of the harvested material to the receiving vessel (<NUM>) is compromised, based on the characteristic of the position of the harvester (<NUM>) relative to the position of the receiving vehicle (<NUM>) and, if the characteristic of the position of the harvester (<NUM>) relative to the position of the receiving vehicle (<NUM>) indicates that the receiving vehicle (<NUM>) is out of range of the material conveyance subsystem (<NUM>), then to determine that the receiving vehicle (<NUM>) is in the compromised position;
a control system (<NUM>) configured to generate a control signal to control the controllable subsystem (<NUM>) of the harvester (<NUM>) if the vehicle position detection system (<NUM>) detects that the receiving vehicle (<NUM>) is in the compromised position;
characterized in that the vehicle position detection system (<NUM>) is configured to determine whether the receiving vehicle (<NUM>) is likely to be out of range of the material conveyance subsystem (<NUM>) within a time threshold; and if so, to determine that the receiving vehicle (<NUM>) is in the compromised position.