Device and method for detecting and characterizing turning maneuvers of a work vehicle

Abstract

Device (124) for analyzing and / or documenting the operation of a work vehicle (10), comprising a processor (128) which is connected to a memory (126) and to an internal bus (103, 104) of the work vehicle (10), via which control commands for controlling actuators and data regarding the operating state of operating elements of the work vehicle (10), as well as position data, can be transmitted between control units (70, 64, 46) of the work vehicle (10) during operation, wherein the processor (128) is programmed to recognize the type of turning maneuver performed by the work vehicle (10) and / or a work pattern for cultivating a field based on the data traffic via the bus (103, 104) and to store said type in the memory (126).

Description

[0001] The invention relates to a device and a method for analyzing and / or documenting the operation of a work vehicle. Technological background

[0002] Agricultural work vehicles, unless they are fully automated, are steered by operators. During field work, in addition to straight or curved crossings across a field during field cultivation, such as sowing, fertilizing, spraying, or harvesting, turning maneuvers must also be performed to turn the work vehicle at the headland and make a subsequent crossing to a previous one.Depending on the type of work vehicle and the implement moved across the field by the work vehicle as well as the working width, different turning maneuvers are appropriate, such as a U-shaped or semi-circular turn of 180°, a turn with a longer section transverse to the field cultivation direction, which is appropriate for larger working widths, a turn along a light bulb-shaped line, a turn in the shape of the upper three-quarters of an 8, a turn in the shape of a fishtail or a Y, whereby the last two turns include reversing of the work vehicle.Furthermore, the subsequent pass may be offset from the previous pass by more than the working width if the consecutive passes are not directly adjacent, but the remaining areas between them are processed later (so-called skip and fill), whereby the initially skipped area can correspond to the working width or an integer multiple thereof. These different working patterns also influence the steering maneuver on the headland.

[0003] The work vehicles are operated by operators with very different skills. In addition to trained specialists, temporary workers are also used, especially during peak times. Since turning maneuvers generally make an unproductive contribution to fieldwork, it is desirable to identify and document the type of turning maneuvers performed by an operator and the speeds and steering maneuvers used. This data can then be used to monitor the operator's working practices, to train them if necessary, to change the prescribed type of turning maneuvers, or to modify the location of field boundaries or headlands. It can also be used by contractors for invoicing purposes.

[0004] The state of the art according to DE 102 50 694 B3 describes an agricultural vehicle in which data on the route, driving style, and operating method, including changes in speed and direction of travel and the entire turning process of the agricultural vehicle and its coupled load or attachment, are stored and evaluated in a time-, distance-, position-, and / or event-relevant manner. For this purpose, the distance traveled, the operation of the steering, the speed and changes therein, the speed of a power take-off shaft, the position of a lifting gear, and the operating method of the attachment are documented. In this way, repetitive driving management operations are automatically recognized at the end of the field and can be displayed and repeated. It is also possible to optimize two recorded turning processes into a single, optimized turning process.Accordingly, a turning maneuver is first performed manually by the operator, and the associated data is stored so that it can later be automatically retrieved and fed to the appropriate actuators for the automatic execution of the learned turning maneuver. Thus, although the sensed data can be used to detect whether a turning maneuver is taking place at all, there is no provision for detecting the type of turning maneuver.

[0005] DE 199 37 327 A1 describes a vehicle with an operating data acquisition device in which an evaluation unit is connected via a corresponding interface to a data acquisition unit, which in turn is connected to the data bus of a functional system to provide a means of evaluating and obtaining relevant data. The control and / or regulation data available in the data bus for operating a functional system are acquired, evaluated, and / or linked to one another in such a way that additional information about the status and operation of the functional system is obtained.

[0006] The subsequently published DE 10 2012 220 109 A1 describes a device for monitoring the operating state of a work machine, which device comprises a sensor or a plurality of sensors for each providing an output value with regard to a current parameter of a component of the work machine and a processing unit connected to the sensor(s) which is programmed to derive information about the operating state of the work machine based on the measured values ​​of the sensor(s) and / or values ​​derived therefrom using a hidden Markov model. Task

[0007] The object of the present invention is to provide a device and method for detecting and characterizing maneuvers of a work vehicle, which enables automatic detection of the type of turning operation and / or a work pattern used. invention

[0008] The present invention is defined by the claims.

[0009] A device for analyzing and / or documenting the operation of a work vehicle is equipped with a processor which is connected to a memory and to an internal bus of the work vehicle, via which control commands for controlling actuators and data regarding the operating status of operating elements of the work vehicle as well as position data can be transmitted between control units of the work vehicle during operation, wherein the processor is programmed to recognize the type of turning maneuver performed by the work vehicle and / or a work pattern for cultivating a field on the basis of the data traffic via the bus and to store this data in the memory.

[0010] In this way, data traffic via the work vehicle's bus is analyzed to identify the type of turning maneuver performed by the work vehicle and / or the work pattern used to cultivate a field. This information can be used for a variety of purposes, including, in particular, monitoring the operator's working practices, providing training if necessary, changing the prescribed type of turning maneuvers, modifying the position of field boundaries or headlands, or for accounting purposes with contractors.

[0011] In particular, the processor can distinguish between two or more of the following types of turning manoeuvres: a 180° semi-circular turn, which may be extended, if necessary, by straight sections (not parallel to the direction of field cultivation and, in particular, orthogonal thereto or forming an angle other than 0° with the direction of field cultivation) to achieve a greater offset when turning, a turn along a line shaped like a bulb, a turn in the shape of the upper three-quarters of a figure 8, a fishtail or a Y, the last two turns involving reversing of the working vehicle.

[0012] The processor can distinguish between the following types of work patterns for processing the field: immediate sequential processing of adjacent areas of the field and immediate sequential processing of non-adjacent areas with later processing of areas remaining in between (so-called skip and fill), whereby the initially remaining area can correspond to the working width or an integer multiple thereof.

[0013] The processor can evaluate the type of turning maneuver and / or work pattern based on data regarding the following parameters: sequence of steering movements, direction of travel, crossing paths and length of the paths.

[0014] The processor preferably automatically detects the operating status of the work vehicle. For this purpose, reference is made to the older application DE 10 2013 221 757 A1. Example

[0015] The drawings illustrate an embodiment of the invention described in more detail below, whereby the reference numerals should not be used to limit the interpretation of the patent claims. It shows: Fig. 1 a side view of a work vehicle in the form of an agricultural tractor, Fig. 2 a diagram of the drive train of the work vehicle and the components connected to its work vehicle bus, including a device for detecting and documenting the operation of the work vehicle, Fig. 3 a flow chart according to which the facility for detecting and documenting the operation of the work vehicle in the company proceeds, Fig. 4 a flow chart according to which the device proceeds when detecting the respective operating mode, and Fig. 5 a flowchart according to which the device proceeds when detecting the respective type of turning manoeuvre, Fig. 6 a semicircular turn, Fig. 7 a turn with a longer section transverse to the field cultivation direction, Fig. 8 a turn along a light bulb-shaped line, Fig. 9 a turn in the shape of a Y, Fig. 10 a turn in the shape of a fishtail, Fig. 11 a turn in the form of the upper three quarters of an 8, Fig. 12 a work scheme in which subsequently worked areas of the field do not directly border each other, Fig. 13 another work scheme in which subsequently worked areas of the field do not directly border each other. Work vehicle

[0016] In the Fig. Figure 1 shows a work vehicle 10 in the form of an agricultural tractor, which is mounted on a frame 12 and supported on the ground by steerable front wheels 14 and drivable rear wheels 16. The operator's workstation is located in a cabin 18.

[0017] At the rear end of the frame 12, a rear three-point hitch 20 is arranged, which consists of two lower control arms 22 arranged side by side and an upper control arm 24. The lower control arms 22 are height-adjustable by actuators 26 in the form of hydraulic cylinders. The upper control arm 24 is length-adjustable by an actuator 28 in the form of a hydraulic cylinder. By adjusting the actuators 26, the rear ends of the lower control arms 22 can be brought into a position in which they can be coupled to any device (not shown). At the rear end of the lower control arms 22, coupling points 30 in the form of upwardly extending catch hooks (or any other coupling points, e.g.Coupling eyes, as described in DIN ISO 730-1 Agricultural machinery and tractors - Rear three-point linkage - Part 1: Categories 1, 2, 3 and 4), while a likewise conventional top link coupling point 32 is provided at the rear end of the upper link 24. Also attached to the rear of the frame 12 is a power take-off shaft connection 34 for driving movable elements of the implement attached to the three-point hitch 20 or to a fixed or position-adjustable trailer coupling 72 with a drawbar.

[0018] At the front end of frame 12, a front three-point hitch 36 is arranged, comprising two lower control arms 40, each of which is height-adjustable by means of an actuator 42. Furthermore, the front three-point hitch 36 includes an upper control arm 38, which is shown here as non-adjustable in length. The control arms 38, 40 are connected to a device 44 of any type. A control unit 46 is electrically connected to a valve unit 48, which in turn hydraulically controls, among other things, the actuators 26, 28, 42.

[0019] The operator's workstation in the cabin 18 comprises a seat 50, a steering wheel 52, an accelerator pedal 54 and other pedals for the brake and clutch (not shown) and some input elements arranged within the reach of the operator located at the operator's workstation (see Fig. 2) for specifying selectable functions of the work vehicle 10. The latter includes a selection device 56 for the gear ratio of a power take-off transmission 58, an input element 60 for specifying the height of the three-point hitch 20 and / or 36, a power take-off switch 62, and a virtual terminal 64 of a bus system operating according to ISO 11783 with a keyboard 66 and a display device 68. The selection device 56 and / or the power take-off switch 62 could also be implemented as menu items on the terminal 64. Instead of the terminal 64, any other input and display devices can also be used. The accelerator pedal 54 is provided with a sensor that transmits electrical signals containing information about the current position of the accelerator pedal 54 to a user interface logic 70.

[0020] The Fig. 2 schematically shows the drive arrangement of the work vehicle 10 for driving the rear wheels 16 and the power take-off shaft connection 34, which serves to drive drivable elements of any attached implement. The crankshaft of a drive motor 74, usually a diesel engine, drives a shaft 76, which, via a gear 78, serves to drive the rear wheels 16 and preferably also the front wheels 14 and, if applicable, other drivable devices of the work vehicle 10, such as a compressor of an air conditioning system and a power generator 130. The rear wheels 16 and, if applicable, the front wheels 14 are driven by the gear 78 via a clutch 80 and a drive transmission with a continuously variable or stepwise selectable gear ratio that is constant in the individual gear stages, and a differential gear 83. In other embodiments, two or more drive motors 74 can also be provided, e.g., in higher-power tractors or harvesters.

[0021] In the illustrated embodiment, the transmission comprises a powershift transmission 84, which contains planetary gear sets with clutches and brakes that enable gear shifting under load, and a downstream synchronized shift transmission 82. The powershift transmission 84 and the synchronized shift transmission 82 are each disengaged by an actuator 86 and 88, respectively, for selecting the gear ratio. Furthermore, the clutch 80 is inserted into the drivetrain between the powershift transmission 84 and the synchronized shift transmission 82 and can be moved between a closed and open position by a clutch actuator 90.

[0022] The shaft 76 is also connected to a hydraulically actuated clutch 92, which is connected on the output side to an input shaft 94 of the power take-off (PTO) transmission 58. The clutch 92 is actuated by a valve assembly 96, which is also connected to a brake 98 arranged on the input shaft 94. The PTO transmission 58 has three different, selectable gear ratios and therefore comprises three meshing gear pairs. The gear ratio is selected by an electro-hydraulically (or electrically) power-operated actuator 100, which, for example, determines by means of movable coupling elements which of the three gears arranged on an output shaft 102 of the PTO transmission 58 is in torque-locking connection with the output shaft 102. The output shaft 102 is connected to the PTO connection 34.

[0023] The electronic control unit 46 is connected to the valve assemblies 48 and 96 and to the actuator 116. Via an internal bus 104 of the work vehicle 10 (e.g., CAN bus), it is also connected to the operator interface logic 70, which in turn is connected to the selector 56, the accelerator pedal sensor 54, the input device 60, and the PTO switch 62. Via the internal bus 104, the control unit 46 is also connected to the actuators 86 and 88 and the clutch actuator 90 of the clutch 80.

[0024] The selection device 56 comprises four push buttons, each of which is assigned to a different gear ratio and the neutral position of the power take-off gear 58.

[0025] The work vehicle 10 also has a second bus 103, which preferably operates according to the ISO 11783 standard. The virtual terminal 64 and a steering control unit 114 are connected to the second bus 103, as well as (as indicated by reference numeral 107) optionally connectable electronic control units (not shown) of the device. A communication unit 105 connected to both buses 103, 104 enables data transmission between the buses 103, 104, so that, for example, the virtual terminal 64 can communicate bidirectionally with the control unit 46. The steering control unit 114 can also communicate with a steering control unit 118 via the second bus 103, the communication unit 105, and the internal bus 104.

[0026] If the operator moves the PTO switch 62 to the operating position, the operator interface logic 70 transmits corresponding information via bus 104 to the control unit 46, which in turn causes the valve assembly 96 to release the brake 98 and close the clutch 92. If the operator moves the PTO switch 62 to the inoperative position, the operator interface logic 70 similarly transmits corresponding information via bus 104 to the control unit 46, which in turn causes the valve assembly 96 to open the clutch 92 and activate the brake 98.

[0027] The control unit 46 is further connected via the internal bus 104 to an engine control 106, which in turn controls an injection system 108 of the drive motor 74 and to which information about the respective speed of the shaft 76 is supplied by a speed sensor 110.

[0028] For automatic steering of the work vehicle 10, it is equipped with a receiving antenna 112 for receiving signals from satellites of a positioning system (e.g., GPS, Glonass, and / or Galileo). The receiving antenna 112 is connected to the steering control unit 114, which, based on the position of the work vehicle 10 evaluated using the signals from the receiving antenna 112 and a stored route plan, which can be defined by planning software or only during work by driving along a first route, to which laterally parallel tracks are then subsequently driven, transmits steering signals via the bus 103, the communication unit 105, and the bus 104 to the steering control unit 118. The steering control unit 118 controls a steering actuator 116 that specifies the steering angle of the front wheels 14. A steering angle sensor 115 connected to the bus 104 detects the steering angle of the front wheels 14, which is sent to the steering control unit 118 as a feedback value.

[0029] Finally, the work vehicle 10 is equipped with an operator-controllable valve device 120, which is connected to hydraulic connections 122 to which hydraulic elements (e.g., hydraulic cylinders for folding a mower into the transport position) of the device connected to the work vehicle 10 can be connected. The valve device 120 is controlled via the terminal 64, the buses 103 and 104, and the control unit 46, or separate input elements (not shown) that the valve device 120 can control via the operator interface logic 70, the buses 103 and 104, and the control unit 46. Facility for documenting the operation of the work vehicle

[0030] The preceding description explains a typical work vehicle 10 for agricultural tasks. Any device can be attached to the work vehicle 10 and moved by the work vehicle 10 across a field or road to perform a specific task. Examples of devices include tillage equipment, seed drills, balers, mowers, front loaders, transport trailers, etc. The operation of the work vehicle 10 is to be automatically detected and recorded for documentation and / or accounting purposes, for which purpose a corresponding device 124 is provided. This device 124 for detecting and documenting the operation of the work vehicle 10 has the task of detecting and documenting which activity the work vehicle 10 is performing at any given time. In particular, the type of turning maneuver and / or a work pattern in the field is to be recorded.The respective results are stored in a memory 126, the contents of which can be transferred to an office computer for further evaluation.

[0031] The device 124 is not only suitable for tractors, as shown here, but for any agricultural vehicle, such as self-propelled harvesting machines (e.g. combine harvesters and forage harvesters) or self-propelled field sprayers or self-propelled seed drills.

[0032] The device 124 for detecting and documenting the operation of the work vehicle 10 should, on the one hand, operate independently of the device attached in each case and, on the other hand, be as independent as possible of the particular design (i.e. series, model, equipment, etc.) of the work vehicle 10 so that it does not have to be programmed specifically for each work vehicle. In the present embodiment, the device 124 is connected to the internal bus 104, whose traffic it listens to. Based on messages sent via the bus 104 (commands to actuators and feedback from sensors as well as data calculated by control units from elements of the work vehicle 10, e.g. speed and torque of the drive motor 74), it detects the operating state of the work vehicle 10. The device 124 is also connected to the second bus 103 in order to be able to listen to data transmitted there as well.In terms of hardware, this device 124 can be any type of device, e.g., an on-board computer of the work vehicle 10 or a separate computer, which can be implemented as a laptop, tablet, or smartphone. It can be located on board the work device or at any other location, whereby the data to be evaluated can be fed to it in real time or in stored form for subsequent evaluation, either wirelessly or via a storage medium.

[0033] The device 124, which is equipped with a processor 128 and the memory 126, proceeds according to the Fig. 3 shown flowchart.

[0034] After startup (step 300), in step 302, a decision tree is initialized using a specification stored permanently but modifiably in a configuration file in memory 126. This configuration file can be modified as needed (see step 330 below). If the decision tree is loaded with a previously used configuration file, additional parameters previously written to memory 126 are initialized.

[0035] After initialization in step 302, the messages from CAN bus 104 are read in step 304. This data is written to a buffer (part of memory 126) in step 306 and added to a data segment. In step 308, additional parameters are calculated from the read data, in particular, virtual channels and other statistics. This process is repeated until a new segment is formed (step 310 with a return to step 304 and, for a new segment, a transition to step 312). The formation of segments is linked to the change of important parameters. This ensures that the data in the segments is relatively homogeneous, which is essential for further calculations.Important parameters determining the segmentation are, for example, the change in speed of the vehicle, the deactivation or activation of the automatic steering system 112-118 via the terminal 64 or a deactivation of the steering system 112-118 by manual actuation of the steering wheel 52, the switching on and off of the power take-off shaft (PTO switch 62), the change in position of the actuators 26, 28, 42 of the three-point coupling 20, 36 (input element 60) and / or the actuation of the controllable valve device 120 (via the terminal 64 or another operator interface).

[0036] If a new segment is started, the just-recorded segment is created in step 312 and made available for further processing. A description of the segment is created in the form of a "fingerprint." Such a fingerprint contains statistical information about the segment (e.g., average engine power, average direction of travel). It also contains information about the recent past (such as the proportion of PTO operation in various previously classified working states, raising of the rear power lift during turning maneuvers). The observation period can be specified (e.g., the last five minutes), and data from previously classified segments can also be used.Furthermore, various patterns relevant for condition classification are detected, such as driving in parallel lines (detected via compass direction with the receiving antenna 112), turning maneuvers (detected via the steering angle, using the steering angle sensor 115), and cyclic power queries (via the drive power of the drive motor 74 provided by the motor control unit 106). A working width estimate is also made from the parallel line detection. These calculations are buffered in steps 314, 332 in a short-term memory, which is also an area in the memory 126 and was initialized (step 316) in step 302. The parameters of the current segment are converted into binary indicators (flags). For example, a slightly varying speed signal becomes a "fast" or "not fast" indicator. Decision tree for state classification

[0037] The decision tree is created in step 302 by the processor 128 of the device 124 based on the configuration file. In this way, the decision tree can be adapted to the current configuration (i.e., the presence of sensors and / or adjustable actuators) of the work vehicle 10. For example, steps for checking the position of a front power lift are unnecessary if one is not present.

[0038] These indicators are then used, using the decision tree initialized in step 302, to determine the working status of the combination of the work vehicle 10 and any equipment coupled to it. First, a distinction is made between road transport and field work. In the lower, second part of the decision tree, a distinction is then made between light and heavy field work. Additional indicators are used in a further step to classify the statuses into "idling," "transport," "turning maneuver," "stationary work," "field work," and "heavy field work."

[0039] For this purpose, reference is made to the Fig. 4. After calling the decision tree (which is shown here as a binary tree, but which may also include three or more alternatives in one or more decisions) with step 314, step 400 first queries whether the automatic steering system 112-118 is switched on. If this is the case, the process proceeds to step 422, ie it has been detected that the work vehicle is in work mode, but it still needs to be determined what type of work mode is present.

[0040] If the automatic steering system 112-118 is not switched on in step 400, step 402 follows, in which it is queried whether fast travel is taking place, ie, the speed detected by a radar sensor 134 interacting with the ground is greater than a threshold value of, for example, 15 km / h. If this is the case, step 404 follows, in which the state "transport" is output as the result.

[0041] Otherwise, step 406 follows, which queries whether parallel travel (to previously performed travels) is being performed, whether achieved by the automatic steering system 112-118 or by manual steering by the operator. Here, the signals from the receiving antenna 112 are used (via the second bus 103 or the internal bus 104), not automatically generated steering signals (although this would also be possible), in order to also detect manual parallel travel. If the result of step 406 is positive, step 422 follows; otherwise, step 408 follows.

[0042] There, it is queried whether the PTO shaft 102 is switched on and was not previously switched on during transport. For the second information, the short-term memory accessed in previous runs of step 332 is accessed, in which information was previously stored regarding whether the PTO shaft 102 was switched on or not in previous segments assigned the "transport" state. Step 408 thus enables correct detection of states for devices in which the PTO shaft 102 is in operation despite a transport process. If the result of step 408 is positive, step 422 follows; otherwise, step 410 follows.

[0043] In step 410, a query is made as to whether a three-point coupling 20, 36 is in the working position and was not previously in the working position during transport. Here, too, the short-term memory accessed in previous runs of step 332 is used, in which information was previously stored regarding whether the three-point coupling 20 and / or 36 was in the working position in previous segments assigned the "transport" state. Analogous to step 408, step 410 enables the correct detection of states in which the three-point coupling 20, 36 was in the working position despite a transport operation. If the result of step 410 is positive, step 422 follows; otherwise, step 412 follows.

[0044] In step 412, a query is made as to whether the current segment has a predetermined length (e.g., 1 minute), which indicates that continuous operation is taking place, and the PTO 102 is switched off, and the PTO was previously used for work. For the latter decision, access is made (analogously to steps 408 and 410) to the short-term memory accessed in step 332, in which it was stored whether the PTO 102 was switched on in previous segments assigned the "field work" state. If the result of step 412 is positive, step 404 follows; otherwise, step 414 follows.

[0045] In step 414, a query is made as to whether the current segment has a predetermined length (e.g., 1 minute), which indicates that continuous operation is taking place, and the three-point coupling 20, 36 is not in the working position, and the three-point coupling 20, 36 was previously in the working position during work. For the latter decision, access is made (analogously to steps 408, 410, and 412) to the short-term memory accessed in step 332, in which it was stored whether the three-point coupling was in the working position in previous segments assigned the "field work" state. If the result of step 414 is positive, step 404 follows; otherwise, step 416 follows.

[0046] In step 416, a query is made as to whether the state of at least one valve device 120 indicates field work, i.e., whether any actuators of the device have been activated in an action indicating field work, e.g., whether cylinders have been extended to bring processing elements into the operative position. If this is the case, step 422 follows; otherwise, step 418 follows.

[0047] In step 418, a query is made as to whether the state of at least one valve device 120 indicates that a device has been moved into a transport position, e.g., cylinders have been retracted to raise processing elements into a transport position. If this is the case, step 404 follows; otherwise, step 420 follows.

[0048] In step 420, a query is made as to whether the previous segment was assigned the "field work" state. For this purpose, the short-term memory (accessed in step 332) is accessed. If this is not the case, step 404 follows; otherwise, step 422 follows.

[0049] The part of the decision tree described so far can distinguish between the states "transport" and "work," but cannot yet identify the type of work. As noted above, step 422 thus leads to a second decision tree in which the type of work is identified more precisely. In a first step 428, it is queried whether a turning maneuver is taking place, for which purpose the steering angle sensor 115 and / or the signals from the receiving antenna 112 can be used. If the result of step 428 is positive, step 426 follows, in which the state "light field work" is output as the result (since no heavy field work, such as soil cultivation, is usually performed during turning). Otherwise, step 430 is used.

[0050] In step 430, a query is made as to whether the three-point coupling 20, 36 was in the working position during previous segments assigned to the "Work" state (for this purpose, the short-term memory is accessed, as described above in step 420) and whether the three-point coupling was not in the working position during previous segments assigned to the "Turn" state (for this purpose, the short-term memory is accessed, as described above in step 420). If this is the case, step 432 follows; otherwise, step 436 follows.

[0051] In step 432, it is checked whether the three-point hitch 20, 36 is in the working position. If this is the case, step 434 follows, in which the status "heavy field work" is output as the result; otherwise, step 426 is executed.

[0052] In step 436, a query is made as to whether the PTO shaft 102 was engaged in previous segments assigned to the "Work" state (for this purpose, the short-term memory is accessed, as described above in step 420) and whether the PTO shaft 102 was not engaged in previous segments assigned to the "Turn" state (for this purpose, the short-term memory is accessed, as described above in step 420). If this is the case, step 438 follows; otherwise, step 440 follows.

[0053] In step 438, it is checked whether the power take-off shaft 102 is engaged. If so, step 434 follows, in which the status "heavy field work" is output as the result; otherwise, step 426 follows.

[0054] In step 440, a query is made as to whether at least one valve device 120 may indicate soil cultivation (see step 416). If this is the case, step 442 follows; otherwise, step 444 follows.

[0055] In step 442, a query is made as to whether at least one valve device 120 indicates soil cultivation (see step 416). If this is the case, step 434 follows; otherwise, step 426 follows.

[0056] In step 444, a query is made as to whether the power of drive motor 74 is reduced during turning (i.e., the short-term memory is queried again to determine the power level during the previous segment). If this is the case, step 446 follows; otherwise, step 426 follows.

[0057] In step 446, a query is made as to whether the drive motor 74 is operating at a high power level (above a threshold of, for example, 50% of its rated power). If this is the case, step 434 follows; otherwise, step 426 follows.

[0058] The processor 128 is therefore programmed to access operating states assigned to previous segments and information derived from the associated data transmitted via the bus 104 (in particular the respective states of the elements of the work vehicle, such as the state of the three-point coupling 20, 36 and the power take-off shaft 102) when recognizing the operating state to be assigned to the respective segments, cf. steps 408 to 414, 420, 430, 432, 426 and 444, and to take these into account when recognizing the operating state. Determination of the type of turning maneuver and / or work pattern

[0059] The result of the Fig. 4 is one of three possible states (transport - step 404, light field work - step 426 and heavy field work - step 434). The other mentioned states, turning maneuver, stationary work and idling, are recognized in step 314 based on the steering angle (turning maneuver) or by the fact that as a result of the Fig. 4 no field work is carried out and the working vehicle is not moving (idling), or recognized by the fact that as a result of the Fig. 4 Field work and the work vehicle is not moving (stationary work).

[0060] If the operating state “turning maneuver” is thus obtained, another decision tree is called, which is in the Fig. 5. This decision tree is used to identify the type of turning maneuver being used. In a first step 500, a query is made as to whether reversing took place during the turning maneuver. For this purpose, signals from the receiving antenna 112 and / or a sensor of one of the transmissions 82, 84 can be used. If this is the case, step 502 follows, in which a query is made as to whether the paths traveled by the work vehicle during the turning maneuver cross. For this purpose, the signals from the receiving antenna 112 are used and, preferably, the individual position signals are thinned out in such a way that a standstill of the work vehicle 10 and the associated noise in the position signals are not interpreted as a path crossing. If the result of step 502 is negative, step 504 follows, in which the result of a Y-shaped turn (cf. Fig. 9) is output. Otherwise, step 506 follows, in which the result of a turning maneuver in the form of a fishtail (cf. Fig. 10). If the result of step 500 is negative, step 508 follows, in which (analogous to step 502) it is queried whether the paths traveled by the work vehicle during the turning maneuver intersect. If this is the case, step 510 follows, in which the result of a turn is displayed in the form of the upper three-quarters of an 8 (see Fig. 11). Otherwise, step 512 follows, in which it is queried whether steering to the left and to the right was carried out during the turning maneuver, for which purpose the steering angle sensor 115 is used. If this is not the case, step 514 follows, in which it is queried whether the distance covered during the turning maneuver is greater than a predetermined threshold value. The distance covered can be evaluated by integrating the speed over time or by summing the recorded distances. If the result of step 514 is negative, step 516 follows, in which the result of a normal 180° turning maneuver is output (cf. Fig. 6). Otherwise, step 518 follows, in which the result of an extended, normal turning process is output (see Fig. 7), ie a Fig. 6 (due to the relatively large working width of the device) with a larger path extending transversely to the working direction on the field, which path may extend transversely to the working direction or (depending on the shape of the field) may enclose any angle with it other than 0°. If, however, the result of step 512 is positive, step 520 follows, in which the result of a light bulb-shaped turning process (see Fig. 8) is issued.

[0061] The shape of the curves taken during the turning process does not have to correspond exactly to the Fig. 6 to 11 shown turning processes, but may deviate from them, e.g. if the field is not rectangular or square, but trapezoidal, so that the curves are opposite to the Fig. 6 to 11 may be more or less distorted or shifted. For example, the incandescent lamp curve of the Fig. 8 in such cases may be distorted on one side.

[0062] Thus, in step 314, the processor 128 evaluates and records for each segment classified as a "turn" what type of turn was performed. Other than those in the Fig. 6 to 11, or only a subset of them, can be recognized. The type of turning process can also be used to identify the type of device, because certain types of turning processes are particularly useful for certain devices.

[0063] Furthermore, in step 314, the processor 128 evaluates the respective work pattern for processing the field. A distinction is made between a first type of work pattern, as described in the Fig. 6 to 8 and in which subsequently worked areas of the field are directly adjacent to each other, and a second type of work pattern in which these areas are not directly adjacent to each other, but initially an unworked area remains which is later worked, whereby this initially unworked area can correspond to the working width ( Fig. 12) or an integer multiple, such as two, three, four times ( Fig. 13) or another number. The processor 128 can use the position signals of the receiving antenna 112 and the resulting tracks to determine which of the possible work patterns has been selected. The respective work pattern is stored for each segment. Based on the work pattern and the position of the tracks in the field, the working width of the device can also be determined, which would otherwise be the case with the work patterns according to Fig. 12 or Fig. 13 is difficult to achieve.

[0064] If several segments following one another in time refer to a single turning manoeuvre, they are conveniently merged into a single segment.

[0065] Data is segmented and classified until (step 316) the buffer covers a pre-specified working period. After that, the data in the buffer is released for processing in the energy flow analysis (step 320) and the buffer is refilled (steps 318 and 304).

[0066] Accordingly, the present invention describes a method for documenting the operation of a combination of a work vehicle 10 and any device that can be coupled thereto. First, the respective operating mode and, in the case of a turn, the type of turn and the type of work pattern are determined based on the commands, operating data, and sensor feedback transmitted via bus 104. In a subsequent evaluation, the parameters of the turn (not only the type, but also the distances traveled, fuel consumption, and time required) can be evaluated to indicate the operator's efficiency to the operator or another person. This data can also be used to specify other types of turns or to modify the location of the headland.

[0067] The steering of the work vehicle 10 during the actual cultivation of the field can be carried out by the steering control unit 118, which steers the work vehicle 10 along parallel, straight or curved lines. In the embodiment described here, however, the turning process is carried out manually by the operator of the work vehicle 10, which (compared to automatic steering in the headland) on the one hand simplifies the programming of the steering control unit 118, and on the other hand also enables more complex turning maneuvers, as in the Fig. 9 to 11, which can also be selected and executed by the operator depending on the size of the available headland.

[0068] As already mentioned, the detected operating mode can, in addition to the internal use on the work vehicle 10, be transmitted via a communication interface 136 (which, unlike in the Fig. 2, instead of the second bus 103, it can be connected directly to the device 124) to a remote location, e.g. to a computer in a contractor's office, which also receives operating data from other work vehicles working on the same or a different field. There, for example, the cooperation of a combination of a combine harvester and a tractor or a soil tillage machine and a seed drill can be monitored, with segmentation into logic units possible. These measures allow idle times, for example, to be better interpreted. Field properties and soil properties can also be sent from a leading machine to a following machine in order to optimise its operation.

[0069] Steps of Fig. 3 300 Start 302 Initializing the decision tree and short-term memory Read 304 messages from the CAN bus Write 306 messages to buffer Calculate 308 additional data 310 Start of a new segment? 312 Create segment (start, end, flag state, memory statistics) 314 Update short-term memory and evaluate working status 316 Buffer filled or measurement finished? 318 Measurement finished? 320 Energy flow analysis 322 Attach energy flow analysis results to segments 324 delete old buffer Save 326 segments 328 End 330 Save configuration file and parameters 332 short-term storage

[0070] Steps of Fig. 4 400 automatic steering system switched on? 402 fast ride? 404 Result: Transport. 406 Parallel drive? 408 PTO on and PTO not previously switched on during transport? 410 Three-point coupling in working position and three-point coupling not previously in working position during transport? 412 Segment of longer length and PTO off and PTO previously used at work? 414 Segment of greater length and three-point coupling not in working position and three-point coupling previously used at work? 416 at least one valve device 120 indicates work? 418 does at least one valve device 120 indicate transport? 420 previous segment=work? 422 Work operation: second decision tree 426 Result: light field work. 428 turns? 430 Three-point coupling in working position before work and not before turning in working position? 432 Three-point coupling in working position? 434 Result: hard field work. 436 previous use of the PTO during work and no previous use of the PTO when turning? 438 PTO on? 440 can at least one valve device 120 indicate soil cultivation? 442 at least one valve device 120 indicates soil cultivation? 444 Power previously reduced when turning? 446 high performance?

[0071] Steps of Fig. 5 500 reverse? 502 intersecting paths? 504 Y-turn 506 Fishtail 508 intersecting paths? 510 Shape of the upper ¾ of an 8 512 mixed steering to the left and right? 514 greater length? 516 simple turn 518 extended simple turn 520 light bulb curve

Claims

[1] Device (124) for analyzing and / or documenting the operation of a work vehicle (10), comprising a processor (128) connected to a memory (126) and to an internal bus (103, 104) of the work vehicle (10), via which control commands for controlling actuators and data regarding the operating state of operating elements of the work vehicle (10), as well as position data, can be transmitted between control units (70, 64, 46) of the work vehicle (10) during operation, wherein the processor (128) is programmed to recognize the type of turning maneuver performed by the work vehicle (10) and / or a work pattern for cultivating a field based on the data traffic via the bus (103, 104) and to store it in the memory (126). [2] Device (124) according to claim 1, wherein the processor (128) is programmed to distinguish between two or more of the following types of turning maneuvers: semi-circular turn of 180°, turn with a longer section not parallel to the field cultivation direction, turn along a light bulb-shaped line, turn in the shape of the upper three-quarters of an 8, turn in the shape of a fishtail or turn in the shape of a Y, the last two turns including reversing of the work vehicle. [3] Device (124) according to claim 1 or 2, wherein the processor (128) is programmed to distinguish between the following types of working patterns for processing the field: immediately successive processing of adjacent areas of the field and immediately successive processing of areas not directly adjacent to one another with later processing of areas remaining in between (so-called skip and fill), wherein the initially remaining area can correspond to the working width or an integer multiple thereof. [4] Device (124) according to one of the preceding claims, wherein the processor (128) is programmed to evaluate the type of turning maneuver and / or the work pattern based on data regarding the following parameters: sequence of steering movement, direction of travel, crossing paths and length of the paths. [5] Device (124) according to one of claims 1 to 4, wherein the processor (128) is programmed to recognize a respective operating state of the work vehicle (10) on the basis of the data traffic via the bus (103, 104) and to store the recognized operating state and the type of any recognized turning maneuver and / or work pattern segment by segment in the memory (126), wherein the individual segments each represent an at least approximately constant operating state. [6] Device (124) according to claim 5, wherein the processor (128) is programmed to access operating states associated with temporally preceding segments and information derived from the data associated with the temporally preceding segments when recognizing the operating state to be assigned to the respective segments and to take these into account when recognizing the operating state. [7] Device (124) according to one of claims 5 or 6, wherein the processor (128) is programmed to detect one or more of the following operating states: Transport, light field work, heavy field work, stationary work, turning maneuvers and idling. [8] Device (124) according to one of claims 5 to 7, wherein the processor (128) can be supplied via the bus (103, 104) with signals relating to the desired or actual state of one or more of the following elements: state of a power take-off shaft (102), position of a three-point coupling (20, 36), travel speed of the work vehicle (10), operating mode of an automatic steering system (112-118), manually or automatically controlled parallel travel operation to a previous lane, steering angle of steerable wheels (14), operating data of a drive motor (74) and a valve device (120) controllable by an automatic control system and / or by the operator for hydraulically actuating an implement. [9] Device (124) according to one of the preceding claims, wherein the processor (128) is operable to evaluate the operating state of the work vehicle (10) and / or the type of turning maneuver and / or work pattern on the basis of a decision tree, in particular a binary one, which can preferably be created by the processor (128) on the basis of a configuration file. [10] Method for analyzing and / or documenting the operation of a work vehicle (10), comprising a processor (128) connected to a memory (126) and to an internal bus (103, 104) of the work vehicle (10), via which control commands for controlling actuators and data regarding the operating state of operating elements of the work vehicle (10), as well as position data, can be transmitted between control units (70, 64, 46) of the work vehicle (10) during operation, wherein the processor (128) recognizes the type of turning maneuver performed by the work vehicle (10) and / or a work pattern for cultivating a field based on the data traffic via the bus (103, 104) and stores it in the memory (126).

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