巴西专利BR112013010093B1 system and method for trajectory control of a transport vehicle used with a harvester

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专利摘要:
system and method for trajectory control of a transport vehicle used with a harvester. It is a control system and a method for controlling the trajectory of a transport vehicle (20) to follow the trajectory of a harvester (10). The harvester can send control information such as the current harvester position and future position waypoints to the transport vehicle. The control system can then use the harvester information to determine the trajectory for the transport vehicle.
公开号:BR112013010093B1
申请号:R112013010093
申请日:2011-11-30
公开日:2019-01-08
发明作者:Foster Christopher；Wang Guoping；Venhercke Olivier；Morselli Riccardo
申请人:Cnh Ind America Llc；
IPC主号:

专利说明:

“SYSTEM AND METHOD FOR THE TRAJECTORY CONTROL OF A TRANSPORT VEHICLE USED WITH A HARVESTER”
BACKGROUND
The present application relates generally to a system and method for coordinating the operation of a transport vehicle and a combine that engages in a moving landfill. The present application relates more specifically to a control system and a method for controlling the trajectory of the transport vehicle in relation to the combine during a moving unloading operation.
Harvesters or harvesting machines collect crop material, treat crop material, for example, remove any unwanted portions or residue and unload crop material. Harvesters can unload the crop material, either continuously as with a food collection harvester or after intermediate storage as with a combined harvester, in a transport or transfer vehicle. The transport vehicle can be a tractor or truck that pulls a bucket, wagon or trailer, or a truck or other vehicle capable of transporting the harvested material. The harvested harvest material is loaded onto the transport vehicle by means of a harvest unloading or unloading device, such as a discharge chute or auger, associated with the combine.
During unloading in motion, the combine operation, the harvested crop material is transferred from the combine to the transport vehicle while both vehicles are in motion. The transport vehicle can travel near and / or behind the combine during the unloading operation while in motion. The moving unloading operation is necessary for a food collection harvester, since the food collection harvester constantly unloads the harvested harvest material. While moving unloading is not required for a combine harvester due to the intermediate storage capacity of the combine harvester, moving unloading is commonly used for a combine harvester to maximize the combined harvester's operating efficiency.
To effectively implement the unloading operation while in motion, the operation of the combine and the transport vehicle is coordinated to maintain the relative distance between the combine and the transport vehicle within an acceptable range. By maintaining the relative distance of the combine and the transport vehicle within an acceptable range, the position and orientation of the combine discharge chute and the position of the transport vehicle, specifically the portion of the transport vehicle that receives the harvester, in relation to the harvester position discharge chute are kept within an acceptable distance range to allow the harvester's unloading operation in motion, that is, the unloaded harvest material can be delivered to the transport vehicle
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2/19 without loss to the soil. In other words, the crop material discharged is directed to collect in the transport vehicle and is substantially prevented from being directed in the wrong way to lose the transport vehicle and collect in the soil resulting in waste or loss of crop material. In order to maintain an acceptable distance range between the combine and the transport vehicle, both the lateral distance (side by side) and the longitudinal distance (before and after) between the combine and the transport vehicle need to be kept within ranges. acceptable.
Some control systems used for unloading operations in motion can determine the position of the transport vehicle as a function of the combine position plus one or more predetermined offsets. Although this type of control system can be effective when the harvester travels in a straight line, unacceptable distance deviations can occur when the harvester changes positions abruptly and the control system cannot adjust the position of the transport vehicle quickly enough to avoid loss of crop material.
Therefore, a system and method is needed to control the trajectory of a transport vehicle during a moving unloading operation to prevent unacceptable deviations in distance between the transport vehicle and the combine.
SUMMARY
The present application is directed to a system and a method for controlling the path of a transport vehicle to follow the path of a combine during a moving unloading operation.
The present invention is directed to a method for controlling the trajectory of a transport vehicle during a moving unloading operation with a combine. The method includes operating a harvester along an unknown travel path, measuring a position and speed for the harvester, measuring a position and speed for the transport vehicle and determining a discharge pipe position for the harvester. The method also includes calculating future waypoints for the harvester using the measured position and speed for the harvester and calculating a trajectory for a transport vehicle using the calculated future waypoints from the determined discharge pipe position. , the measured position and speed of the transport vehicle and the measured position and speed of the combine. The method also includes controlling the transport vehicle to follow the calculated trajectory with commands from a controller.
The method may also include measuring a drift to the combine and calculating future waypoints for the harvester using the measured position and speed and the drift to the harvester. The position of the discharge pipe can be defined in terms of the lateral displacement distance and the longitudinal displacement distance of the
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3/19 distal end of the discharge pipe to the measured position of the combine.
The present invention is additionally directed to a control system for controlling a trajectory of a transport vehicle during a moving unloading operation with a combine. The control system includes a first global positioning system device to determine a harvester position and speed and a second global positioning system device to determine a transport vehicle position and speed. The control system also includes a configurable parameter corresponding to a dimensional configuration of a discharge pipe. The configurable parameter is used to determine a position of the discharge pipe to the combine. The control system additionally includes a first controller with a microprocessor to run a first computer program to calculate a plurality of predicted future path points for the combine using the combine position and speed of the first global positioning system device. and a harvester route deviation. The control system also includes a second controller with a microprocessor to run a second computer program to calculate a path for the transport vehicle using the combine position and speed of the first global positioning system device, the position and the speed of the transport vehicle of the second global positioning device, the determined discharge pipe position and the plurality of expected future path points of the first controller.
The control system also includes a deviation sensor to determine a deviation, that is, an angular turning speed, from a combine. The configurable parameter has a value that can be adjusted for different dimensions of discharge pipe such as different lengths of discharge pipe, etc.
The present invention is also directed to a method for calculating predicted future path points for a combine that has an unknown path path. The method includes receiving a global positioning system position, a global positioning system speed and a detour to a combine and calculating a predicted trajectory for the combine using the global positioning system position 30, global positioning system and route deviation received. The method additionally includes receiving a predetermined distance range and a predetermined number of waypoints and calculating predicted future path points for the combine using the calculated predicted path, predetermined distance range and predetermined number of waypoints .
The present invention is additionally directed to a system for generating path points of expected future position for a combine that has an unknown path path. The system includes a global positioning system device
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4/19 to determine a harvester position and speed, a plurality of sensors and a waypoint calculation unit. The plurality of sensors is operational for measuring the combine's operational parameters. The waypoint calculation unit is in communication with the global positioning system device to receive the determined harvester position and speed and is in communication with the plurality of sensors to receive the measured operational parameters from the harvester. In addition, the waypoint calculation unit is operational to generate a plurality of expected future position waypoints for the combine using the determined combine position and speed and the measured operating parameters of the combine.
One embodiment of the present application relates to a method for controlling the trajectory of a transport vehicle during a moving unloading operation with a combine. The method includes determining future position path points for a combine path and determining an exhaust pipe position for the combine, determining a global positioning system position and speed for the transport vehicle and a global positioning system position. positioning and speed for the combine. The method also includes calculating a trajectory for the transport vehicle using the future position path points for a combine path, the discharge pipe position for the combine, the global positioning system position and the speed for the harvester, and the position of the global positioning and speed system for the transport vehicle. The method additionally includes providing the calculated path for a controller to the transport vehicle and controlling the transport vehicle to follow the calculated path with commands from the controller.
An advantage of the present application is the ability to allow more farmers to perform unloading operations in motion as a result of the coordinate control of the transport vehicle and the combine that reduces the level of dexterity required for the transport vehicle operator.
Other features and advantages of this application will be evident from the following more detailed description of the exemplary modalities, taken in conjunction with the attached drawings.
BRIEF DESCRIPTION OF THE FIGURES
Figure 1 shows a schematic top view of an embodiment of a combine and a transport vehicle during the unloading operation in motion.
Figure 2 shows a rear view of a modality of a combine and a transport vehicle during the unloading operation in motion.
Figures 3 and 4 show combine trajectory modalities with waypoints.
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5/19
Figure 5 shows schematically a modality of a controller for a combine.
Figure 6 shows schematically an embodiment of a system for calculating a combine's waypoints.
Figure 7 shows a flow chart of a modality of a process for calculating waypoints for a combine.
Where possible, the same reference numbers will be used for all drawings to refer to the same or similar parts.
DETAILED DESCRIPTION OF EXEMPLIFICATIVE MODALITIES
In the present application, vehicle-to-vehicle (V2V) operation refers to a moving unloading operation, and a combination V2V and a V2V tractor refer to a combine harvester and a transport vehicle performing the moving unloading operation.
Figures 1 and 2 show the relative positions of a combine 10 and a transport vehicle 20 during a moving discharge or V2V operation. In an exemplary fashion, one or both of the combine or combination V2V10 and transport vehicle or tractor V2V 20 can be controlled by an automatic guidance control system based on a global positioning system (GPS) in order to maintain a distance desired side (LAD) and a desired longitudinal distance (LOD) between the combine 10 and the transport vehicle 20.
An exemplary embodiment of the reference points used to measure the target or desired lateral distance and the target or desired longitudinal distance is shown in Figure 1. However, any suitable reference points for measuring the lateral distance and the longitudinal distance can be used. The desired lateral distance and the desired longitudinal distance can both be a pre-selected distance plus or minus a predetermined shift that ensures that the harvest material discharged from the combine 10 is received and stored by the transport vehicle 20. As shown in Figure 1 , the lateral distance error limits (LADEL), together with the desired lateral distance (LAD), define the maximum and minimum lateral distances that can be used for a moving discharge operation. The maximum and minimum lateral distances defined can be 30 LAD plus and minus one half of the LADEL range. As additionally shown in Figure 1, the longitudinal distance error limits (LODEL), together with the desired longitudinal distance (LOD), similarly define the maximum and minimum longitudinal distances that can be used for moving discharge operation. The preselected or desired lateral and longitudinal distances and the corresponding indexes can be related to the combine harvesters and the particular transport vehicles that are used, specifically the distance from the distal end of the discharge chute.
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6/19 harvester to the harvester center line, the size of the storage area in the transport vehicle and an estimate of the distance from which the crop material is removed from the harvester discharge chute to the transport vehicle.
The combine 10 may have: a controller 12 that includes a display unit or user interface and a navigation controller; a GPS device 14 that includes an antenna and receiver; and a wireless communication unit or device (WCU) 16 that includes a power control switch. Similarly, the transport vehicle 20 may have: a controller 22 that includes a display unit or user interface, a navigation controller and a tractor vehicle control unit (TV2V); a GPS device 24 which 10 includes an antenna and a receiver; and a wireless communication unit or device (WCU) that includes a power control switch. Controllers can be used to control the operation and / or direction and / or speed of the combine 10 and / or the transport vehicle 20, regardless of the machine on which the controller can be installed. The GPS device can be used to determine the position of the combine 10 or the transport vehicle 15 and the wireless communication device can be used to send and receive information, data and control signals between the combine 10 and the transport vehicle 20. In one embodiment, an additional GPS antenna can be positioned in the reception area of the transport vehicle, for example, a grain car. In another embodiment, the TV2V control unit can run one or more computer programs to operate a longitudinal position control system for the transport vehicle. The TV2V control unit can also be integrated into a GPS-based automatic guide control system.
In the exemplary embodiment shown in Figure 1, the transport vehicle 20 can include a pull device 21 and a loading receptacle 23. An obstacle angle sensor 25 can be used to determine the relative angle or angle of obstacle between the device traction 21 and the loading receptacle 23. As shown in Figure 1, the traction device 21 can be a tractor and the loading receptacle 23 can be a grain car or wagon. However, in other embodiments, the traction device 21 may be a truck or other self-propelled vehicle sufficient to transport the loading receptacle 23 and the loading receptacle 23 may be a box or other similar transport / storage vehicle. In another embodiment, the transport vehicle 20 can be a truck, semitrailer-type truck, tractor-trailer or other similar cargo vehicle with automatic propulsion.
Referring now to Figure 2, the combine 10 has a discharge tube or chute 35 18 that extends transversely and positioned completely as it unloads harvest material 100 through an unloading gate 30 and into the transport vehicle 20. A
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7/19 gate 30 can have any convenient and suitable format. In an exemplary embodiment, the gate 30 may be generally cylindrical, but may be more box-like with borders or Venturi, etc. The opening of the discharge tube or chute 18 at its distal end is peripherally sealed by a joint member 11 that hinges 5 hingedly a portion 32 of the gate 30, the portion 32 of which interfaces with the distal end of the discharge tube or chute 18. The joint member 11 can be round or spherical, but it can also be cylindrical on a horizontal geometric axis, provided that the interface between the tube or rail 18 and the gate 30 is adequately sealed. A chute end 31 extends angled from portion 32 from gate 30. Signals 10 from controller 12 of harvester 10 travel through conduits 47 to control actuators 40, whose actuators 40 can pivot the gate 30 upwards and downwards and backwards and forwards in relation to the articulation with the pipe or discharge chute 18, through the ball joint 11. The joint 11 also serves to seal the interface in the portion 32 of the gate 30.
Controllers 12, 22 can include a microprocessor, a non-volatile memory, an interface card, an analog to digital (A / D) converter and a digital to analog (D / A) converter to control the operation of the combine 10 and / or transport vehicle 20. Controllers 12, 22 may execute one or more control algorithms to control the operation, guide and / or direction of the combine 10 and / or the transport vehicle 20 20, to control the speed of the transport vehicle 20 and / or harvester 10, and to implement harvester chute control. In one embodiment, the control algorithms may be computer programs or software stored in the non-volatile memory of the controllers 12, 22 and may include a series of instructions executable by the corresponding microprocessor in the controllers 12, 22. Although it is preferred that the 25 algorithm control is incorporated into a computer program and executed by the microprocessor, it is understood that the control algorithm can be implemented and executed with the use of digital and / or analog hardware by those elements versed in the technique. If the hardware is used to execute the control algorithm, the corresponding configuration of the controllers 12, 22 can be changed to incorporate the necessary components and to remove any components that may no longer be required.
In addition, controllers 12, 22 can be connected to or incorporate a display unit or user interface that allows a combine 10 or transport vehicle 20 operator to interact with controllers 12, 22. The operator can select and enter commands on controllers 12, 22 via the display unit or the user interface. In addition, the display unit or user interface can display messages and information from controllers 12, 22 regarding the operational status of the combine 10 and / or the transport vehicle 20. Display units or user interfaces
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8/19 can be located locally on controllers 12,22, or alternatively, display units or user interfaces can be located remotely from controllers 12, 22. In another exemplary embodiment, controllers 12, 22 can include one or more subcontrollers under the control of a master controller. Each sub-controller and the 5 master controller can be configured similarly to controllers 12, 22.
In an exemplary embodiment, controllers 12, 22 can execute a trajectory control system that can automatically steer a transport vehicle 20 to follow the trajectory and trajectory of a combine during unloading operations in motion. The trajectory control system can steer the transport vehicle 20 in a controlled manner during unloading operations in motion to maintain lateral and longitudinal distances between the transport vehicle 20 and the combine 10 within the specified distance error limits. . In order to steer the transport vehicle 20, the trajectory control system can provide control signals to a direction control valve to adjust the steering position of the transport vehicle 20 15 (and essentially the path of the transport vehicle 20 ) and receive signals from a steering sensor to determine the current steering position of the transport vehicle 20.
WCUs 16, 26 on the combine 10 and the transport vehicle 20 provide wireless communications between the two vehicles. The combine controller 12 can wirelessly send sensor information and data about the future harvest position position points 20 to the transport vehicle 20 to inform and notify the transport vehicle 20 about the current status of the combine. The controlling transport vehicle 22 can receive data on the future position path points of the combine and generate a path for the transport vehicle 20 that is parallel to the path of the combine by the desired lateral or lateral distance displacement parameter. The navigation controller of the transport vehicle 25, such as a GPS-based automatic guidance controller, which can be part of controller 22, then controls the automated direction of the transport vehicle 20 to follow the path generated for the transport vehicle 20 and therefore maintain a required lateral distance between the combine 10 and the transport vehicle 20.
The trajectory control system can receive some or all of the following information or data from the combine 10: future position waypoints (i.e., points on the map) on the path or trajectory for the combine 10; the current GPS position and speed for the combine 10; the relative position of the discharge pipe end, that is, lateral displacement and longitudinal displacement of the discharge pipe end, in relation to the combine GPS position; and harvester sensor information, for example, current harvester speed (wheel speed or ground speed), harvester tilt angle, harvester braking position and harvester acceleration position. In an exemplary modality, the trajectory control system does not
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9/19 requires information about the speed and time of the future position waypoint, which can allow manual control of the combine 10 by the operator.
The trajectory control system can then construct a desired transport vehicle trajectory based on the combine harvester's future position path points, the current combine harvester position, GPS position and speed, and position and speed. current vehicle GPS data. The desired transport vehicle path is sent to the transport vehicle navigation controller in order to control the lateral position of the transport vehicle 20 in relation to the combine 10. The trajectory control system can also control the vehicle speed of transport in order to follow the combine 10 in the correct longitudinal position to allow the unloading of crop material into the transport vehicle 20.0 trajectory control system can use the combine speed information to assist in the control of the transport vehicle speed. If the harvester's current travel path, recorded by the GPS position signal, deviates from the predicted path last time by a predetermined offset value during a moving unloading operation, the predetermined offset value of which can cause the distance between the combine 10 and the transport vehicle 20 is close to or above the error limits, LADEL and / or LODEL, the trajectory control system generates a warning for the driver transport vehicle and automatic operations are suspended, that is, the control of the transport vehicle 20 is returned to the operator of the transport vehicle 20, and a safe mode of operation is entered for the combine 10 and the transport vehicle 20. A large deviation from the travel path of the current combine from the path predicted last time can happen when a combine operator quickly changes the tilt angle of the combine by a large va lor. In the safe operating mode, the combine unloading auger is stopped and the transport vehicle 20 25 and / or the combine 10 is decelerated. In another exemplary embodiment, the safe operating mode can be entered when the wireless communication between the combine 10 and the transport vehicle 20 is not functioning properly or when the GPS signal is unreliable.
Figures 3 and 4 show different harvester trajectory modalities. Figure 3 shows a substantially linear harvester path 300 and Figure 4 shows a curved harvester path 400. For curved harvester path 400, the deviation of route 308 from harvester 10 can be determined or measured, and a radius harvester turn signal can be calculated as a ratio of harvester speed to deviation. Each of the combine paths 300, 400 can include previous 35 path points 302, that is, path points already passed or crossed by the combine 10, the current combine position 304 and the future position path points 306. The points of future position path 306 on the combine path 300, 400 can be
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10/19 evenly or not evenly spaced along the combine path. In addition, future position path points 306 can be determined in relation to the size of the area in which the combine 10 is operating.
In one embodiment, the future position path points 306 in the combine path are known in advance with some certainty. Future position path points 306 for combine 10 can be known in advance from a known combine path that is used with a combine 10 auto-guide control.
In another embodiment, the waypoints of the future position on the combine path need to be calculated due to the fact that the combine path may not be known with any certainty. The waypoints of the future position in the combine path may not be known when manual control and direction of the combine 10 are being performed by the operator. In an exemplary embodiment, when a combined combine harvester and one or more slave combined harvester work in alignment, the master combine harvester can be manually driven by an operator without a certain path, and each of the slave combine harvester follows the master combine harvester one after the other by automatic steering with the use of a GPS-based automatic guidance system and the use of communication links between the master and the slaves. When a transport vehicle and a combined combine harvester perform a moving unloading operation, although the combined combine harvester is automatically driven by an automatic GPS-based guidance system, the future position path points for the slave combination path are unknown and are dependent on how the master combine harvester operator will manually drive the harvester during operation.
Figure 5 shows a modality of a controller for a combine. Controller 12 can be located on or in the combine 10 and can simplify the task of operating the combine 10. Controller 12 can be communicatively connected to the GPS receiver 14 and the wireless communication unit 16. The control functions, the control algorithms or the control system provided by controller 12 may be provided by software instructions executed by microprocessor 216 or other microprocessors incorporated in controller 12.
Controller 12 can include a detour sensor 210, a tilt angle sensor 212, an operator input device 214, one or more microprocessors 216, and one or more digital memory circuits or memory devices 218. The detour sensor 210, tilt angle sensor 212, operator input device or user interface 214 and digital memory 218 are communicatively coupledPetition 870180056716, 06/29/2018, pg. 24/38
11/19 to microprocessor 216. Microprocessor 216 is communicatively coupled to the wireless communication unit 16.
Deviation sensor 210 provides or sends a continuous or digital deviation signal 211 to microprocessor 216, telling the microprocessor the rate at which combine 10 is changing course. The deviation sensor 210 can be a MEMS gyro (microelectromechanical system), a laser gyro or other rate gyro. Alternatively, the vehicle detour sensor 210 may be a microprocessor circuit programmed to calculate the detour of incoming signals or estimated or calculated values.
The tilt angle sensor 212 sends or provides a continuous tilt angle signal 213 to the microprocessor 216. The tilt angle signal 213 tells the microprocessor the current angle of the combine's steerable wheels 10.0 tilt angle sensor 212 can be a harvester-mounted encoder 10, or it can be a microprocessor circuit programmed to calculate the tilt angle based on the 15 incoming signals and the values stored in digital memory 218. Alternatively, the tilt angle sensor can include an effect device Hall, potentiometer, variable resistor, linear position transducer or any other sensor on or on the steering actuator, on the wheel, on the wheel hub or on the steering joint that captures the direction of the wheel or the relative movement or position of the wheel in relation to another part of the vehicle, such as rotating wheel 20 around a steering kingpin, or alternating it actively captures the displacement or movement of the steering actuator or other connection coupled to it.
The operator input device or user interface 214 can be configured to receive information related to the combine 10 and to provide a signal 215 with the information to the microprocessor 216. The data entered by the operator in the input device 214 can be stored in the digital memory 218 by microprocessor 216.
The operator input device 214 can be mounted inside the operator's compartment of the combine 10, to be easily accessible to the operator. The operator input device 214 can include a display and a keyboard. The 216 microprocessor can receive process variables from the keyboard or other sensors, and can display the current status of the combine (location, direction, etc.) on the display.
The GPS receiver 14 continuously receives information about the absolute position and speed of the combine 10 and forwards a position and vehicle speed signal 219 to the microprocessor 216 which indicates that absolute position and speed. The GPS receiver 14 can be part of a satellite navigation system mounted outside 35 of the combine 10, with a clear line of sight for the satellites. Alternatively, the GPS receiver 14 may include an antenna mounted outside the combine 10, while the receiver is mounted inside the combine 10. Alternatives to the GPS receiver 14
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12/19 may include global differential positioning systems (DGPS), terrestrial-based position receivers, or dual frequency real-time kinematics (RTK) receivers. In one embodiment, a digital low-pass filter can be programmed for microprocessor 216 in order to process the received speed signal 219 to reduce signal noise.
The low-pass filter program can be stored in digital memory 218.
Digital memory 218 stores microprocessor instructions and data. The instructions configure the 216 microprocessor to perform various functions. The memory also stores process data calculated or estimated by the microprocessor 216 and / or entered by the operator using the operator input device 214. In addition, the controller can include a waypoint calculation unit 50 that can calculate or predict future position path points for the combine based on the combine's operational information. In one embodiment, the pathpoint calculation unit 50 may include one or more microprocessors and memory devices to execute the corresponding computer algorithms to calculate the predicted future path points. In another embodiment, the pathpoint calculation unit 50 may use either or both the microprocessor 216 or the memory device 218 to execute the corresponding computer algorithms to calculate the path points of the predicted future position.
Figure 6 shows a system for predicting future position path points for a combine. The system may include the waypoint calculation unit or elaboration unit 50, which can receive inputs from sensors 45 and receiver or GPS unit 14 and provides information, such as the expected future position waypoints, to the WCU 16 for transmission to the transport vehicle 20. In one embodiment, the waypoint calculation unit 50 can receive signals from the combine sensors related to some or all of the following: wheel speed and heading; route deviation; tilt angle; braking position; and acceleration position, and estimate future position path points using the received signals. The waypoint calculation unit 50 uses a model-based waypoint computation / estimation to determine future position path points in the combine path when future position path points are not readily known, such as when the combine is being manually operated. In an exemplary embodiment, the controller 22 of the transport vehicle 20 can estimate the future position path points of the combine.
In another example, the waypoint calculation unit
50 can calculate a predicted combine path, such as the curved combine path 400 in Figure 4, with a kinematic model path point calculation method using the combine position and speed signals from a GPS device.
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13/19 harvester 14 and using the harvester signal harvester 211 signal, or angular turning speed signal, from a harvester 210 drift sensor. A basic relationship to speed, drift and the turning radius of a combine 10 that follows a curved path is: Speed = turning radius x deviation. In addition to the 5 curved trajectories, this basic relationship also applies to linear trajectories, such as the linear harvester trajectory 300 in Figure 3. When a harvester travels on a linear trajectory, its speed is different from zero, but the deviation of the route is measured is zero or around zero so that the turning radius of the basic relationship equation approaches infinity. A turning radius of infinite value represents a straight line. In another exemplary modality, a predicted combine path is a linear path at the combine's steering speed when a calculated turning radius for the combine is greater than a predetermined number, such as 3,000 meters. In another embodiment, additional information on the side slip of a combine can be used to improve the calculated turning radius accuracy.
A turning radius of the combine 10 can be calculated with the measured speed and route deviation of the combine 308 using the above equation. An expected combine path based on the current position of the GPS combine 304 can be generated as an arc, as shown in Figure 4. The predicted arc path for combine 10 can have a radius that is equal to the calculated turn radius, it can traverse current position of current combine GPS 304, and can be tangent to the current combine speed direction. The direction of route deviation 308 can determine whether the arc for combine 10 is turning left or turning right. For example, a positive deviation represents a right turn on the combine and a negative deviation represents a left turn on the combine.
The predicted future position path points 306 for the combine 10 are calculated based on the predicted combine path, over a predetermined distance interval between two adjacent path points and a predetermined number of path points for each predicted path. In one embodiment, the predetermined distance range can be based on the speed at which the combine 10 is operating or 30 on the minimum turning radius of the combine 10. The expected future position path points
306 can be updated since each predetermined time elapses when the combine 10 is in motion. When the combine 10 is not moving, predicted future position path points 306 from the last moment remain valid, without an update, as long as the combine 10 has not moved from the predicted path.
Figure 7 shows a flowchart of an exemplary modality of the kinematic model path point calculation process performed by a controller or unit
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14/19 waypoint calculation. At the beginning of the process, the controller or unit is initialized and the combine path point status is preset as invalid (step 602). The combine path point status can be used to indicate whether the data of future combine path points stored in the controller's computer memory is valid for trajectory control. Next, a determination is made as to whether the combine is in motion or not (step 604). If the combine is not in motion, the process waits for the next time step (step 618) before restarting with a determination as to whether the combine is in motion. In one embodiment, a predetermined time step for the 10-way point calculation process can be one every second. In another embodiment, the refresh rate (or predetermined time step) of predicted combine path points can be limited by the refresh rate of the GPS device signal, that is, how fast the new GPS signals are available. An example of a GPS device output signal refresh rate may be a new signal value that is generated every 200 milliseconds.
In an additional embodiment, the refresh rate of predicted combine path points may be limited by how fast the GPS-based automatic guidance control system for the transport vehicle can accept the updated guidance control path points. For example, the transport vehicle's automatic guide control system can update guide control path points once for a period of time of at least one second which means the time step for the point calculation process of path must also be at least one second.
Longer refresh rates for the predicted combine path points should be avoided. The longer the time between two updates, the greater a deviation, or forecast error, that may be between the combine path predicted last time and the actual combine path if the combine tilt angle changes by manual operation during the period of time between the two updates. Within each time step for calculating future waypoints, there may be multiple time steps for multiple GPS updates and other sensor signals as well as transport vehicle automatic steering control signals to control the vehicle. transport to follow the transport vehicle trajectory calculated towards zero error.
In one embodiment, the time step for calculating future waypoints can be one second, the time step for the GPS device signal can be 0.2 seconds, and the time step for the angle signal sensor inclination and direction control signal can be 0.01 seconds.
If combine 10 is determined to be in motion, the
Combine 10 GPS, combine 10 speed and combine 10 route deviation are provided to the controller (step 606). Using GPS position, speed
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15/19 and deviation, a predicted trajectory for combine 10 is calculated (step 608). In an exemplary mode, other data or input, for example, past combine (planned or actual) waypoints, and combine tilt angle, can be used to calculate the predicted path for the combine. In one embodiment, the harvester GPS position signal history provides information of the actual past harvester path points. The controller can then retrieve or receive information about the distance interval between the waypoints and the number of waypoints to be used (step 610). For example, a distance of 4 meters with 6 waypoints can provide a forecast distance horizon of 24 meters and a forecast time horizon of 10.7 seconds under a travel speed of 5 mph.
Both the distance interval and the number of waypoints can be stored in the controller's memory as predetermined values to be used with each predicted path. In an exemplary modality, both the distance interval and the number of waypoints can have several predetermined values that can be selected based on the type of predicted path that is calculated. For example, a first set of predetermined values for the distance range and a number of waypoints can be selected for a linear predicted path, a second set of predetermined values for the distance range and a number of waypoints can be selected for a type. arc of predicted trajectory, and a third set of predetermined values for the distance interval and numerous path points can be selected for a type of spiral curve of predicted trajectory. A type of predicted path spiral curve can be calculated when a predicted rate of change in turn radius or combine turn curvature is used. A predicted rate of change in the combine's turning radius can be calculated from the combine's GPS position data and the combine's speed ratio for deviation in two time periods, the current time and a time just before. The rate of change in the combine's turning radius can also be calculated from the combine's GPS position and combine tilt angle data in two moments, the current time and a time just before. A predetermined observation table for the relationship between the harvester tilt angle and the harvester's turning radius can be used to transform the harvester tilt angle data into a harvester turning radius. In another embodiment, both the distance interval and the number of waypoints can have several predetermined values that can be selected based on the combine's travel speed 10. The combine's operating speed can be divided into several ranges of speed. speed, such as low, medium and high. For each speed range, a corresponding set of predetermined values for the distance range and the number of waypoints can be selected.
Petition 870180056716, of 06/29/2018, p. 29/38
16/19
Once the distance interval and the number of waypoints are received by the waypoint controller or calculation unit, the waypoints predicted on the expected path for the combine are calculated (step 612) and the waypoint status combine path is updated as valid (step 614). The predicted path points and combine path point status are then sent or transmitted to the transport vehicle 20 (step 616) by the wireless communication unit. In an exemplary embodiment, the predicted combine path point information sent to a transport vehicle 20 may include the GPS coordinates of the predicted future path points, the GPS coordinates of the current combine position, the 10-pipe position. unloading, the type of harvester trajectory expected (linear, arc or spiral), and the harvester speed. Thereafter, the control waits for the next time step (step 618) to repeat the process again based on a predetermined time step for the waypoint calculation process.
Controller 22 for transport vehicle 20 can use information from harvester 15 on the intended path type, the discharge pipe position for harvester 10, the current position and speed for harvester 10 and waypoints predicted futures, in addition to the information from the transport vehicle 20 on the current position and speed for the transport vehicle 20 to calculate a trajectory or trajectory for the transport vehicle 20 that maintains the appropriate lateral or parallel distances between the 20 transport vehicle 20 and the harvester 10. In one embodiment, the transport vehicle 20 may have a trajectory or trajectory based on the predicted trajectory and the expected future waypoints of the harvester 10 plus a desired lateral distance. The desired lateral distance can be based mainly on the component of the lateral displacement distance of the discharge pipe position in relation to the combine's GPS position. The transport vehicle's behavior25 can be calculated as being parallel to the combine path by the desired side distance and to be the same type as the combine path, whose combine path is provided by information on the waypoints and path type predicted for the combine 10. The waypoint path for the transport vehicle 20 can then be calculated based on the calculated path of the transport vehicle and corresponding interval distance and number of waypoints for future waypoints. from combine 10. Information about the current position and speed for the transport vehicle 20 can be used to calculate a transition path to smoothly guide the transport vehicle 20 from the current position to the calculated path. During unloading operations in motion, a GPS-based automatic guidance control system 35 for the transport vehicle 20 can control the automated direction of the transport vehicle 20 to follow the calculated path of the transport vehicle to maintain a desired lateral distance from the combine 10 with the use of information
Petition 870180056716, of 06/29/2018, p. 30/38
17/19 on the transport vehicle's trajectory type and waypoints, and a longitudinal position control system for the transport vehicle 20 can control the speed of the transport vehicle 20 to maintain a desired longitudinal distance from the combine 10 using information about the position and speed of the combine 10 and the position 5 and speed of the transport vehicle 20 with the desired longitudinal distance as a control target. In another embodiment, the waypoint calculation unit 50 in controller 12 for the combine 10 can calculate the predicted path and waypoints for the combine 10 and the path and waypoints for the transport vehicle 20 and send the calculated trajectory path point information from the transport vehicle 10 to the transport vehicle 20.
In an exemplary embodiment, wireless communications between the combine and the transport vehicle 20 can be controller area network (CAN) messages.
In an exemplary embodiment, the combine 10 can operate as a "master" vehicle and the transport vehicle 20 can be the slave vehicle whose control is dependent 15 on the master vehicle. However, in another embodiment, the transport vehicle 20 can operate as the master vehicle and the combine 10 can be the slave vehicle.
In an exemplary mode, the discharge operation in motion and the trajectory control operation are suspended in a safe mode when wireless communication is not working or when the GPS signal is unreliable. In safety mode 20, the unloading operation in motion is stopped and the tractor or transport vehicle decelerates.
It should be understood that the application is not limited to the details or methodology presented in the following description or illustrated in the figures. It should also be understood that the phraseology and terminology used in this document are for the purpose of description only and should not be related to limitation.
This application covers the methods, systems and program products in any machine-readable medium to carry out its operations. The modalities of the present application can be implemented using existing computer processors, or by a special purpose computer processor for an appropriate system or by a rigid wire system.
The modalities within the scope of the present application include program products that comprise machine-readable means for porting or having machine-executable instructions or data structures stored therein. The machine readable media can be any non-transitory media available that can be accessed by a general purpose or special purpose computer or another machine with a processor. For example, machine-readable media may include RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage, or
Petition 870180056716, of 06/29/2018, p. 31/38
18/19 other magnetic storage devices, or any other means that can be used to carry or store the desired program code in the form of instructions executable by machine or data structures and which can be accessed by a general purpose or purpose computer special or other machine with a processor. When information 5 is transferred or provided by a network or another communications connection (another wired, wireless or a combination of wired or wireless) to a machine, the machine appropriately views the connection as a machine-readable medium . The combinations of the above are also included in the scope of machine-readable media. Machine executable instructions comprise, for example, instructions and data that cause a general purpose computer, special purpose computer, or special purpose processing machines to perform a certain function or group of functions.
Although the figures of the present invention may show a specific order of method steps, the order of the steps may differ from what is disclosed. Also, two or more steps can be performed concurrently or partially. Variations in step performance may depend on the software and hardware systems chosen and the designer's choice. All such variations are within the scope of the order. Likewise, software implementations could be performed using standard programming techniques with rule-based logic and other logic to perform the various connection steps, processing steps, comparison steps and decision steps.
In further consideration of the drawings in this application and in the discussion of such drawings and elements shown therein, it should also be understood and noted that, for the sake of clarity in the drawings, generally several similar elements positioned close together or extending over some distance it can sometimes, if not often, be revealed as one or more representative elements with extended dashed lines that indicate the general extent of such similar elements. In such cases, the various elements represented in this way can generally be considered to be generally similar to the disclosed representative element and generally operable in a similar manner and for a purpose similar to the revised representative element.
Many connection and fastening processes and components used in the order are widely known and used, and their exact nature or type is not necessary for an understanding of the order by an element skilled in the art. Also, any reference in this document to the terms left or right is used for the sake of convenience, and is determined by reference to the rear of the machine facing its normal direction of travel. Additionally, the various components shown or described in the price
Petition 870180056716, of 06/29/2018, p. 32/38
19/19 The document for any specific modality in the application can be varied or changed as anticipated by the application and the practice of a specific modality for any element may already be widely known or used by elements versed in the technique.
It should be understood that changes in the details, materials, steps and provisions of parts that have been described and illustrated to explain the nature of the order will occur and can be made by those skilled in the art by reading this disclosure within the principles and scope of the order. The foregoing description illustrates an exemplary embodiment of the invention; however, the concepts, as based on the description, 10 can be used in other modalities without departing from the scope of the request.
Although the application has been described in reference to an exemplary modality, it will be understood by those skilled in the art that various changes can be made and equivalents can be substituted for the elements of the same without departing from the scope of the application. In addition, many modifications can be made to adapt a particular situation or material to the teachings of the application without departing from its essential scope. Therefore, it is intended that the application is not limited to the particular modality revealed as the best way contemplated to carry out this application, but that the invention includes all modalities that fall within the scope of the attached claims.

权利要求:
Claims (20)
[1]
1. Method for controlling the trajectory of a transport vehicle (20) during a moving unloading operation with a combine (10), in which the method is CHARACTERIZED by the fact that it comprises:
operate a harvester (10) along an unknown path (300, 400);
measure a position and speed for the combine (10);
measure a position and speed for the transport vehicle (20);
determining a discharge pipe position (18) for the combine;
calculate future waypoints (306) for the combine using the measured position and speed for the combine;
calculate a trajectory for a transport vehicle using the calculated future waypoints, the determined discharge pipe position, the measured position and speed of the transport vehicle and the measured position and speed of the combine; and controlling the transport vehicle to follow the calculated trajectory with commands from a controller (12).
[2]
2. Method, according to claim 1, CHARACTERIZED by the fact that said calculation of future waypoints comprises:
measure a deviation (308) for the combine (10);
calculate a predicted trajectory for the combine using the measured deviation and the measured position and speed for the combine;
receiving a predetermined distance range and a predetermined number of waypoints; and calculating future waypoints using the calculated predicted trajectory, the predetermined distance range and the predetermined number of waypoints.
[3]
3. Method, according to claim 2, CHARACTERIZED by the fact that said calculation of a predicted trajectory comprises:
generate an arc that crosses the current position for the harvester and is tangent to a current speed direction for the harvester, with the generated arc having a radius corresponding to a calculated turning radius of the harvester and a turning direction defined by a direction of the measured deviation; and generating a linear path that traverses the current position for the combine and in the direction of the combine's speed based on a calculated turning radius of the combine that is greater than a predetermined value.
[4]
4. Method, according to claim 1, CHARACTERIZED by the fact that it additionally comprises sending the calculated future waypoints (306), a type
Petition 870180056716, of 06/29/2018, p. 34/38
2/5 expected path (300, 400), the determined discharge pipe position (18) and the measured position and speed of the combine (10) from the combine to the transport vehicle (20).
[5]
5. Method according to claim 1, CHARACTERIZED by the fact that it additionally comprises performing said measurement of a position and speed for a combine (10), said measurement of a position and speed for a transport vehicle ( 20), said calculation of a predicted trajectory for the combine (300, 400), said calculation of future waypoints (306) for the combine and said calculation of a trajectory for a transport vehicle once in each interval predetermined time.
[6]
6. Control system to control the trajectory of a transport vehicle (20) during a moving unloading operation with a combine (10), in which the control system is CHARACTERIZED by the fact that it comprises:
a first global positioning system device (14) for determining a harvester position and speed (10);
a second global positioning device (24) for determining a position and speed of a transport vehicle (20);
a configurable parameter corresponding to a dimensional configuration of a discharge pipe (18), where the configurable parameter is used to determine a position of the discharge pipe for the combine;
a first controller (12) comprising a microprocessor (216) for executing a first computer program to calculate a plurality of future path points (306) envisaged for the combine (10) using the position and speed of the combine harvester first global positioning system device (14) and a harvester routing (308); and a second controller (22) comprising a microprocessor for executing a second computer program to calculate a path for the transport vehicle (20) using the combine position and speed of the first global positioning system device, from position and speed of the transport vehicle of the second global positioning system device, the determined discharge pipe position and the plurality of expected future path points of the first controller.
[7]
7. Control system, according to claim 6, CHARACTERIZED by the fact that it additionally comprises:
a first wireless communication device (16) mounted on the combine; and a second wireless communication device (26) mounted on the transport vehicle, wherein the second wireless communication device is in communication with the first wireless communication device.
[8]
8. Control system, according to claim 6, CHARACTERIZED by
Petition 870180056716, of 06/29/2018, p. 35/38
3/5 the fact that the second computer program executed by the second controller calculates the path of the transport vehicle (20) to maintain a predetermined lateral distance (LAD) from the combine.
[9]
9. Control system, according to claim 6, CHARACTERIZED by
5 fact that it additionally comprises a sensor (45) to measure the deviation of route for the harvester.
[10]
10. Control system, according to claim 6, CHARACTERIZED by the fact that the first computer program executed by the first controller calculates a predicted trajectory for the harvester using the position and speed of the harvest
10 the first global positioning system device and a harvester route deviation and calculates the plurality of predicted future path points using the predicted path, a predetermined path point distance range and a predetermined number of way.
[11]
11. Method for calculating future waypoints (306) predicted for a harvester15 (10) that has an unknown path path (300, 400), where the method is
CHARACTERIZED by the fact that it comprises:
receiving a global positioning system position, a global positioning system speed and a detour (308) for a combine;
calculate a predicted path for the combine using the global positioning system position 20, the global positioning system speed and the deviation of route received;
receiving a predetermined distance range and a predetermined number of waypoints (302, 304); and calculating predicted future path points (306) for the combine using the calculated predicted path, predetermined distance interval and predetermined number of path points.
[12]
12. Method, according to claim 11, CHARACTERIZED by the fact that it further comprises defining a harvester path point status indicator as invalid.
30
[13]
13. Method, according to claim 11, CHARACTERIZED by the fact that it additionally comprises defining a harvester path point status indicator as valid upon completion of said predicted future path points calculation (614).
[14]
14. Method, according to claim 13, CHARACTERIZED by the fact that 35 additionally comprises sending (616) the estimated future path points calculated and the combine path point status indicator for a vehicle (20) in coordinated operation with the combine.
Petition 870180056716, of 06/29/2018, p. 36/38
4/5
[15]
15. Method, according to claim 11, CHARACTERIZED by the fact that it additionally comprises:
determine if the combine is moving (604); and executing said reception of a global positioning system position (606), speed and deviation of the route, said calculation of a predicted path (608) for the harvester, said reception of a predetermined distance interval (610 ) and a predetermined number of waypoints and said calculation of expected future waypoints (312) in response to a determination that the combine is in motion.
[16]
16. Method, according to claim 11, CHARACTERIZED by the fact that it additionally comprises updating said reception of a position of global positioning system, a speed and the deviation of route, said calculation of a trajectory predicted for the combine, said reception of a predetermined distance interval and a predetermined number of waypoints and said calculation of predicted future waypoints once in each predetermined time interval (618).
[17]
17. System for generating waypoints of future position (306) expected for a combine (10) that has an unknown path path (300, 400), in which the system is CHARACTERIZED by the fact that it comprises:
a global positioning system device (14) for determining a harvester position and speed;
a plurality of sensors (45), wherein the plurality of sensors is operational for measuring operational parameters of the combine;
a path point calculation unit (50), wherein the path point calculation unit is in communication with the global positioning system device to receive the determined harvester position and speed and is in communication with the plurality of sensors to receive the measured operating parameters from the combine; and the waypoint calculation unit is operational to generate a plurality of future position path points (306) predicted for the combine using the determined combine position and speed and the measured operating parameters of the combine.
[18]
18. The system according to claim 17, CHARACTERIZED by the fact that it additionally comprises a wireless communication unit (16) in communication with the waypoint calculation unit, in which the wireless communication unit is operational for receiving the plurality of predicted future position path points (306) generated and to provide the plurality of predicted future position path points generated for a vehicle (20) in coordinated operation with the harvester.
[19]
19. System, according to claim 17, CHARACTERIZED by the fact that
Petition 870180056716, of 06/29/2018, p. 37/38
5/5 the harvester's measured operating parameters comprise at least one of wheel speed, bearing, angle of inclination, deviation of route, braking position or acceleration position.
[20]
20. System according to claim 17, CHARACTERIZED by the fact that the pathpoint calculation unit comprises a microprocessor (216) for executing a computer algorithm with a kinematic model pathpoint calculation method for generate the plurality of path points of expected future position.

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同族专利:

公开号 | 公开日

US9014901B2|2015-04-21|

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US20130231823A1|2013-09-05|

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法律状态:
2018-04-03| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

2018-04-03| B07A| Technical examination (opinion): publication of technical examination (opinion) [chapter 7.1 patent gazette]|

2018-05-22| B25D| Requested change of name of applicant approved|Owner name: CNH INDUSTRIAL AMERICA LLC (US) |

2018-12-11| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

2019-01-08| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 30/11/2011, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

申请号 | 申请日 | 专利标题

US201161444495P| true| 2011-02-18|2011-02-18|

PCT/US2011/062493|WO2012112205A1|2011-02-18|2011-11-30|System and method for trajectory control of a transport vehicle used with a harvester|

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