Agricultural work vehicle with an aircraft and associated power supply

Abstract

An agricultural work vehicle (10) cooperates with an aircraft (100, 100') equipped with a sensor (106) for surveying a field, the signals of which can be transmitted to the agricultural work vehicle (10). The work vehicle (10) is equipped with a device for transmitting electrical energy to the aircraft (100, 100').

Description

[0001] The invention relates to a combination of an agricultural work vehicle and an aircraft cooperating with it, having a sensor for exploring a field, the signals of which can be transmitted to the agricultural work vehicle. Technological background

[0002] Modern agriculture strives to use resources such as fertilizer, operating materials, and water sparingly. The specific requirements for these resources are determined by sensors that measure the properties of the field being cultivated or the crops growing there, and this information is used to automatically control actuators. In many cases, this data collection takes place during the ongoing work process using sensors mounted on a farm vehicle. This has the advantage of eliminating the need for an additional data collection step and ensuring that the collected data is always up-to-date. However, many actuators have certain response times, so it is advantageous to design the sensors to be predictive, allowing them to monitor the field from a sufficiently large distance away from the farm vehicle.

[0003] German patent DE 10 2010 038 661 A1 describes a harvesting machine that interacts with a sensor attached to an aircraft, which wirelessly transmits its data to the harvesting machine. The sensor detects, on the one hand, the amount of crop in front of the harvesting machine, e.g., the volume of a swath lying in the field to be picked up by a forage harvester or baler, in order to proactively adjust the harvesting machine's forward speed to the amount of crop to be picked up. On the other hand, it detects the unloading process from the harvesting machine to an accompanying vehicle for transporting the harvested crop. How the rotors of the aircraft, which is primarily designed as a quadcopter, are driven, and how the sensors and other electronic components of the aircraft are powered, is not described in detail.

[0004] Currently, the flight time of a commercially available, battery-powered aircraft is insufficient for agricultural applications, which can last several hours on large fields.

[0005] The use of aircraft in agriculture for reconnaissance purposes is also described in DE 10 2010 046 479 A1 and US 2003 / 0130767 A1. The subsequently published DE 10 2013 019 098 B3 and CN 202 271 897 U1 describe unmanned aerial vehicles for agricultural applications equipped with replaceable batteries. WO 2010 / 032251 A2 shows an unmanned aerial vehicle used for surveillance purposes, powered by a cable. The cable is wound on a reel with a fixed pivot point. Task

[0006] The present invention aims to provide a combination of an agricultural work vehicle and an aircraft cooperating with it for exploring a field, which enables a sufficient operating time for the aircraft. invention

[0007] The present invention is defined by the patent claims.

[0008] An agricultural vehicle interacts with an aircraft equipped with a sensor to survey a field. The aircraft's signals can be transmitted to the agricultural vehicle in real time and online. The agricultural vehicle is equipped with a device for transferring electrical power to the aircraft to ensure sufficient flight time.

[0009] The device for transmitting electrical power to the aircraft includes a cable. Signals from the sensor and instructions from the work vehicle are also transmitted to the aircraft via this cable. The cable is wound onto a reel.

[0010] In particular, the cable can interact with a force and / or angle sensor, from whose signals inferences can be made about the wind direction and / or strength. From these angles and the length of the unwound cable, a conclusion can also be drawn about the position of the aircraft. Example of implementation

[0011] The drawings show two exemplary embodiments, which are described in more detail below, but only the second embodiment is according to the invention. It shows: Fig. 1 a side view of a work vehicle with an aircraft and a first embodiment of a device for transmitting electrical energy to the aircraft, and Fig. 2 a side view of a work vehicle with an aircraft and a second embodiment of a device for transmitting electrical energy to the aircraft. work vehicle and aircraft

[0012] In the Fig. Figure 1 depicts an agricultural work vehicle 10 in the form of a self-propelled forage harvester. An unmanned aerial vehicle 100 is also depicted. The work vehicle 10 could also be any other self-propelled harvesting machine, such as a combine harvester or beet harvester, or a tractor with any implement for working the field, such as a seed drill, a mounted sprayer or fertilizer spreader, or a self-propelled sprayer or seed drill.

[0013] The work vehicle 10 is built on a frame 12, which is supported by front driven wheels 14 and steerable rear wheels 16. The work vehicle 10 is operated from a driver's cab 18, from which a harvesting head 20 in the form of a pickup is visible. Harvested material, e.g., grass or the like, picked up from the ground by the harvesting head 20 is fed via a feed conveyor 22 with pre-compression rollers, which are arranged within a feed housing 24 at the front of the forage harvester 10, to a chopping unit 26 in the form of a chopping drum located below the driver's cab 18. The chopping drum chops the material into small pieces and delivers it to a conveying device 28. The material leaves the harvesting machine 10 via a discharge spout 30, which is rotatable about an approximately vertical axis and adjustable in inclination, and is transported alongside a transport vehicle.In the following, directional terms such as lateral, below and above refer to the forward direction V of the harvesting machine 10, which is located in the . Fig. 1 runs to the right.

[0014] The work vehicle 10 includes a control unit 70 and an operator interface 98 with a display device and input means for the operator in the cabin 18.

[0015] The aircraft 100 comprises a supporting structure 102 in the form of a frame to which a total of four propellers 104, rotatable around the vertical axis, are attached; it is thus designed as a so-called quadcopter. Any other number of propellers 104 is also possible. On its underside, the structure 102 carries a sensor 106, an electronics unit 108 comprising a flight controller, a data processing unit, and a transmitter and receiver unit connected to an antenna. The flight controller is connected to a position determination device. Below the electronics unit 108, a battery unit 110 is detachably mounted, which serves to supply power to the electronics unit 108, the sensor 106, and electric motors for driving the propellers 104.

[0016] The sensor 106 is configured here as a camera that looks at the field in front of the harvesting machine 10. In another embodiment, the camera's viewing direction can also be downwards or adjustable, as can its viewing angle. The data processing unit processes the image signals from the sensor 106 and transmits the processed data via the transmit and receive unit to a control unit 70 of the harvesting machine 10. This data includes information about the density and position of the swath 34 in the field in front of the harvesting machine 10, which is generated by the sensor 106 and used by the control unit 70 for automatic steering and speed control of the harvesting machine 10. The image from the sensor 106 can also be displayed on the display unit of the operator interface 98.The flight control system serves to move the aircraft 100 into a desired position and orientation by appropriately controlling the propellers 104, whereby the signals from the position determination device serve to determine the current position of the aircraft 100 and thus as actual values. Corresponding control data for the target values ​​of the position and orientation of the aircraft 100 are received by the control unit 70 of the work vehicle 10 via its transmitter and receiver unit. Further details on the structure of the electronic unit 108 of the aircraft 100, including the flight control system, as well as its operation and data transmission to and from the work vehicle 10, can be found in DE 10 2010 038 661 A1, the disclosure of which is incorporated into the present documents by reference. First embodiment of the device for transmitting electrical energy to the aircraft

[0017] The battery unit 110 serves to supply the aircraft 100 with electrical energy. In order to extend the possible operating time of the aircraft 100 beyond the flight time of a single charge of the battery unit 110, the work vehicle 10 is equipped with a charging station 112, which includes two docking stations 114 and 116, each serving to dock one battery unit 110. In the Fig. In a first docking station 114, the battery unit 110' of a second aircraft 100' is docked, and in the second docking station 116, a battery unit 110" without a docked aircraft 100 is shown.

[0018] The procedure is as follows: Shortly before the end of its flight time, i.e., when the battery unit 110 or 110' is almost depleted, the aircraft flies to an empty docking station 114 or 116 and docks there. The aircraft then detaches from its existing battery unit 110 or 110' and flies (now powered only by an internal battery, which will later be recharged by the docked, charged battery unit 110, 110' or 110") to the other docking station 116 or 114. There, it reconnects to the battery unit 110, 110' or 110", which has meanwhile been recharged from the electrical system of the work vehicle 10, and then flies again over the field to collect sensor data.

[0019] At the in Fig. In the situation shown in Figure 1, the second aircraft 100' has just coupled its depleted battery unit 110' to the first docking station 114 and will then couple to the battery unit 110" in the second docking station 116 in order to resume flight operations, e.g. to monitor a transfer process from the work vehicle 10 to a transport vehicle or to support the first aircraft 100 in exploring the field.

[0020] In another embodiment (not shown) it would also be conceivable that the aircraft 100, 100' does not transfer between the docking stations 114, 116, but that a mechanism of the work vehicle 10 separates the empty battery unit 110, 110' from the aircraft 100, 100' and connects a charged battery unit 110" to the aircraft 100, 100'.

[0021] Alternatively, two aircraft 100, 100' could be present, one of which is docked at docking station 114 or 116 to recharge its battery unit 110, 100', 110" while the other aircraft 100', 100 flies over the field. However, the simultaneous use of two aircraft 100, 100' has the advantage that the field can be observed from different perspectives, thus increasing the observed area.

[0022] If only a single aircraft 100 is available, the aircraft 100 can fly a sufficient distance in advance and examine it with the sensor 106 to bridge the pause required for changing the battery unit 110, 110', 110" in order to enable uninterrupted operation of the work vehicle 10. Second embodiment of the device for transmitting electrical energy to the aircraft

[0023] In the second embodiment, elements identical to those in the first embodiment are provided with the same reference numerals. Unlike the first embodiment, in the second embodiment, energy is transmitted from the work vehicle 10 to the aircraft 100 by means of an electrical cable 120, which can be wound onto a reel 122. The reel 122 can be driven to unwind and rewind the cable 120 by spring force or by means of an electric motor (not shown), which is controlled by the control unit 70. The data described above is also transmitted between the control unit 70 and the electronic unit 108 of the aircraft 100 via the cable 120, either via a separate line or via the lines that also serve for energy transmission.

[0024] The reel 122 is attached to a bracket 124, which is mounted so that it can rotate freely about its vertical axis or is controlled by a motor. This allows the aircraft 100 to fly in any direction relative to the work vehicle 10 without causing unwanted kinks in the cable 120. The cable 120 is guided by a guide 128, which is connected to the bracket 124 by a support arm 126. A sensor 130 detects the rotation angle of the bracket 124 about its vertical axis and / or the horizontal and / or vertical angle between the guide 128 and the section of cable 120 immediately adjacent to it. The control unit 70 derives information about wind speed and direction from this data, which it can then use to automatically control the transfer of the harvested crop from the work vehicle 10 to a transport vehicle. The sensor 130 can also detect the tensile force of the cable 120, which also provides information about the wind speed.The length of the unwound cable 120 can also be measured by a sensor (not shown) in order to deduce the distance of the aircraft 100 from the work vehicle 10. The height of the aircraft 100 can be determined or estimated based on the length of the unwound cable and the aforementioned sensor for measuring the vertical angle between the guide 128 and the section of cable 120 immediately adjacent to it.

[0025] A docking station 114 is also attached to the upper end of the bracket 124, which the aircraft 100 can access when its tasks are not currently required. The cable 120 is preferably detachably connected to the aircraft 100 on the aircraft side, allowing the aircraft 100 to fly without the cable 120, powered by its battery unit 110. This enables the aircraft 100 to reach targets further away from the work vehicle 10 than the length of the cable 120 allows, for example, to explore the boundaries of the field. The battery unit 110 can then be recharged in the docking station 114 or via the reconnected cable 120. If the option of disconnecting the cable 120 is not needed, the battery unit 110 can be removed from the aircraft 100 or omitted entirely. Applications

[0026] Both proposed solutions offer the advantage of increasing the payload of the unmanned aerial vehicles 100, 100', as battery life is no longer a limiting factor. This makes it possible to attach heavier or multiple sensors 106 to the aircraft 100, 110'. The use of larger aircraft motors to drive the propellers 104, 104' can also be considered.

[0027] The use of forward-looking sensors 106 on the unmanned aerial vehicle 100 enables further applications in conjunction with the work machine 10. The application is not limited to a specific work machine 10, but also applies to tractors and other self-propelled machines.

[0028] The aircraft 100 and, if applicable, the second aircraft 100' can be equipped with any sensor 106 or several sensors that can detect properties of the field, such as properties of the plants (degree of ripeness, color, nitrogen content, stand density and height, insect infestation, fungal infestation, standing water surfaces), properties of the soil (soil type, fertilizer requirement), obstacles standing in the field (trees, stones, people, animals, etc.) and the like.

[0029] The signals from sensor 106 can be used to provide input values ​​for controlling actuators of the work vehicle in real time (taking into account the temporal and / or spatial offset between the acquisition of the sensor values ​​and the work vehicle 10 reaching the corresponding location), e.g., for dispensing fertilizers or pesticides, or for controlling the speed and direction of the work vehicle. They can also be used to control vehicle convoys, i.e., to control the steering and / or speed or other operating parameters of several identical or different work vehicles, e.g., a harvester and a transport vehicle for harvested crops. The sensor signals can be used for process optimization, e.g., for route planning during harvesting for a harvester and / or the associated transport chain, or for controlling the operation of the work vehicle 10.For recording the stubble pattern behind the work vehicle 10 or losses, especially with a combine harvester. In logistics, costs can be saved through efficient route planning in and to the field. Communication between agricultural machinery 10 and aircraft 100, 100' helps avoid collisions or bottlenecks in the field or on roads. Routes to transfer points can also be calculated. Route planning incorporates fixed obstacles available in map data, allowing, for example, the avoidance of high-voltage power lines (and the avoidance of associated pylons by the work vehicle 10).

[0030] The information gathered can be used to adjust speed, direction, and machine settings. Specifically, this means controlling, for example, tramline control (section control) and the application rate of seed drills and fertilizer spreaders. Furthermore, a tractor can be guided along contours: swaths, furrows, crop edges, plantations, or row crops. Particularly in crop protection and fertilization, a direct connection from the drone's sensor to the machine control system allows for the management of so-called "prescription maps" and application patterns.

[0031] If different tasks are to be carried out successively with the aircraft 100, the sensor 106, which is specially adapted to the respective task, can also be changed, either by the operator or automatically by the aircraft 100, 100'.

[0032] The work vehicle 10 can work simultaneously with several aircraft 100, 100', as in the Fig. Figure 1 shows that, to avoid collisions, the control unit 70 of the work vehicle 10 flies the aircraft 100, 100' at predetermined distances from each other and from other objects, such as power poles and lines or buildings, which are preferably shown on a map of the control unit 70. When several work vehicles 10, each with an aircraft 100, 100', are working together in close proximity, their control units 70 and / or aircraft 100, 100' preferably exchange position information with each other to reduce the risk of collision.

[0033] Particularly in forestry, aerial surveys, including those using manned aircraft, are employed with laser scanners to determine terrain features, location, tree species, and trunk diameter in advance. This information can be used afterward or even during the flight for route optimization algorithms. Ideally, the route is chosen so that a tractor or forestry vehicle always accesses trees of the same species and similar trunk diameter, thus eliminating the need for subsequent sorting of the logs. Furthermore, the algorithm should incorporate the terrain structure into its calculations and preferably drive uphill empty and gradually load logs on downhill slopes to save fuel.

[0034] Another application of unmanned aerial vehicles (UAVs) is their integration into driver assistance systems. A bird's-eye view video feed can help the driver maneuver and park the vehicle, which often has limited visibility. The driver specifies the position above the vehicle to which the UAV should move to provide a detailed view. By fusing multiple video signals, a 3D view of the situation can be generated, something that has previously only been possible using wide-angle lenses and numerous cameras on the vehicle. Another technical possibility is to use the video signal within an augmented reality approach to alert the driver to specific problem areas on the vehicle. This can be used, for example, to signal a blockage or defective components. In this way, the operator can be supported, for example, by...In difficult parking situations, the sensor 106 can see behind the work vehicle 10 better than the operator in his cab 18. For this purpose, the image from the sensor, which is designed as a camera, is displayed on the display unit of the operator interface 98, preferably supported by the so-called "augmented reality" display, i.e. by superimposing further information onto the image, which allows the operator to draw further conclusions about the most appropriate course of action in the event of problems.

Claims

[1] Combination of an agricultural work vehicle (10) and an aircraft (100) cooperating with it, the aircraft being equipped with a sensor (106) designed as a camera for surveying a field, the signals of which can be transmitted to the agricultural work vehicle (10), wherein: the aircraft (100) comprises a supporting structure (102) in the form of a frame, to which a number of propellers (104) which can be driven to rotate about the vertical axis are attached, and on the underside of the structure (102) are attached the sensor (106) and an electronic unit (108) which includes a flight control connected to a position determination device, a data processing unit and a transmit and receive unit which is in communication connection with a control unit (70) of the work vehicle (10), the flight control is configured to move the aircraft (100) into a desired position and orientation by appropriately controlling the propellers (104), wherein the signals from the position determination device serve to determine the current position of the aircraft (100) and thus as actual values, and the flight control is configured to receive corresponding control data for the setpoint values ​​of the position and orientation of the aircraft (100) from the control unit (70) of the work vehicle (10) to a transmitter and receiver unit assigned to it; characterized by , that an image generated by the sensor (106) can be displayed on a display device of an operator interface (98) and that the driver can specify to which position above the work vehicle (10) the aircraft (100) should move in order to provide a detailed view, that the work vehicle (10) is equipped with a device comprising a cable (120) for transmitting electrical energy to the aircraft (100, 100'), that the cable (120) is wound on a reel (122), and that signals from the sensor (106) and instructions from the control unit (70) of the work vehicle (10) can also be transmitted to the aircraft (100) via the cable (120), that the reel (122) can be driven by an electric motor for winding and unwinding the cable (120), which is controlled by the control unit (70), and that the reel (122) is attached to a bracket (124) which is freely rotatable about the vertical axis or is mounted in a motor-controlled manner in order to allow the flying device (100) to fly in any direction relative to the working vehicle (10) without causing unwanted kinks in the cable (120), wherein the cable (120) is guided through a guide (128) which is connected to the bracket (124) by a retaining arm (126). [2] Combination according to claim 1, wherein the cable (120) interacts with a force and / or angle sensor (130), from whose signals conclusions can be drawn about the wind direction and / or strength and / or, in conjunction with a detection of an unwound length of the cable (120), the position of the aircraft (100). [3] Combination according to one of the preceding claims, wherein the working vehicle (10) interacts simultaneously with several aircraft (100, 100'). [4] Combination according to claim 3, wherein the control unit (70) of the work vehicle (10) allows the flying devices (100, 100') to fly at predetermined distances from each other and from other objects.

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