combine

Abstract

To provide a combine-harvester capable of appropriately evaluating the risk of manual threshing work.SOLUTION: A combine-harvester equipped with cameras (103, 104) which monitor the manual threshing work of a worker, comprises a work state estimation device (120) which evaluates the risk of work of the worker from images captured by the cameras (103, 104). The work state estimation device (120) includes a posture estimation unit (122) which estimates the worker's posture. The combine-harvester further comprises a threshing device (4) which threshes grain culms and a feed chain (4B) which supplies the grain culms to the threshing device (4). The work state estimation device (120) includes a proximity determination unit (124) which evaluates a distance between a position of the worker's torso and the threshing device (4) or the feed chain (4B), on the basis of posture information of the worker estimated by the posture estimation unit (122).SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present invention relates to a combine harvester. [Background technology]

[0002] Conventionally, a combine harvester is known that is provided with a camera for capturing an image of a hand-threshing operation section in order to evaluate the risk of hand-threshing operation. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-9653 Summary of the Invention [Problem to be solved by the invention]

[0004] However, Patent Document 1 describes that image analysis processing is used to determine whether the worker has moved backward from the manual handling position for a specified period of time, but because it only evaluates the movement time, it cannot be said to be sufficient for assessing risk, and there is significant room for improvement.

[0005] Therefore, the main object of the present invention is to provide a combine harvester that can appropriately evaluate the danger of manual threshing work. [Means for solving the problem]

[0006] The present invention, which has solved the above problems, is as follows.

[0007] That is, the invention described in claim 1 is a combine harvester equipped with cameras (103, 104) for monitoring the manual threshing work of an operator, and equipped with a work state estimation device (120) for evaluating the risk of the operator's work from images captured by the cameras (103, 104), and the work state estimation device (120) From the above video Worker's Includes the location of specific body parts Posture information of Estimate doPosture estimation part (122) and a proximity determination unit (124) that determines the distance between a predefined danger area around the aircraft and the position estimated by the attitude estimation unit (122), and evaluates the degree of danger based on the distance determined by the proximity determination unit (124). This is a combine harvester characterized by the above.

[0008] The invention described in claim 2 is A combine harvester equipped with cameras (103, 104) for monitoring manual threshing work by a worker, and a work state estimation device (120) for evaluating the degree of risk of the worker's work from images captured by the cameras (103, 104), the work state estimation device (120) having a posture estimation unit (122) for estimating posture information including the position of a specific part of the worker's body from the images, and a movement determination unit (125) for estimating the movement of the worker from a change in position estimated by the posture estimation unit (122), and evaluating the degree of risk based on the speed or acceleration of the worker's body estimated by the movement determination unit. This is a combine harvester characterized by the above. [Effects of the Invention]

[0010] According to the present invention, the safety of manual handling work can be improved. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. [Figure 2] FIG. [Figure 3] This is a perspective view of the cabin frame that covers the control panel. [Figure 4] FIG. 10 is a left side view of the cabin frame. [Figure 5] FIG. 10 is a right side view of the cabin frame. [Figure 6] FIG. 2 is a front view of the cabin frame. [Figure 7] FIG. 2 is a plan view of the cabin cross-sectioned in the lateral direction. [Figure 8] FIG. [Figure 9] FIG. [Figure 10] FIG. [Figure 11] FIG. [Figure 12] FIG. 2 is a plan view of the left part of the control unit. [Figure 13] FIG. 10 is a right side view of the side panel of the control section. [Figure 14] FIG. 2 is an explanatory diagram showing a control device for a combine harvester. DETAILED DESCRIPTION OF THE INVENTION

[0012] As shown in Figures 1 and 2, a combine harvester has a traveling device 2 consisting of a pair of left and right crawlers that travels on the soil surface on the underside of a body frame 1, a reaping device 3 that harvests stalks in the field on the front side of the body frame 1, a threshing device 4 that threshers and sorts the harvested stalks on the rear left side of the reaping device 3, and a control unit 5 on which an operator rides on on the rear right side of the reaping device 3.

[0013] An engine room 6 that houses an engine E is provided below the control unit 5, and a grain tank 7 that stores threshed and sorted grain is provided behind the control unit 5, and a discharge auger 8 that consists of a grain lifting section that extends vertically and a horizontal discharge section that extends front to back, which discharges the grain to the outside, is provided behind the grain tank 7. The control unit 5 is also covered by a cabin 9 that has an illumination light on top.

[0014] As shown in Figure 3, the frame 10 that forms the cabin 9 is made up of a left frame 11, a right frame 12, a rectangular connecting frame (also called the "first connecting frame") 13 that connects the front parts of the left frame 11 and the right frame 12, and a plurality of connecting frames (also called the "second connecting frames") 14 that extend in the left-right direction and connect the rear parts of the left frame 11 and the right frame 12.

[0015] 4, the left frame 11 is formed of left upper and lower frames 15A to 15D extending in the up-down direction and left front and rear frames 16A to 16E extending in the front-rear direction. In this specification, the left upper and lower frames 15A to 15D are collectively referred to as left upper and lower frames 15, and the left front and rear frames 16A to 16E are collectively referred to as left front and rear frames 16.

[0016] The left front-rear frame 16A is connected to the upper parts of the left vertical frame 15A and the left vertical frame 15D, and its front part extends forward beyond the left vertical frame 15A. The left front-rear frame 16B is connected to the upper part of the left vertical frame 15A and the upper part of the upper part of the left vertical frame 15A.

[0017] The left front-rear frame 16C is connected to the middle of the left vertical frame 15A and to the lower parts of the left vertical frame 15C and the left vertical frame 15D. The left front-rear frame 16D is connected to the lower middle part of the left vertical frame 15A and the middle part of the left vertical frame 15B, and extends rearward beyond the left vertical frame 15B. The left front-rear frame 16E is connected to the lower parts of the left vertical frame 15A and the left vertical frame 15B, with its front part extending forward beyond the left vertical frame 15A and its rear part extending rearward beyond the left vertical frame 15B. This increases the rigidity of the left frame 11, and suppresses deformation of the left frame 11.

[0018] As shown in Figure 5, the right frame 12 is formed from upper right and lower frames 17A to 17C extending in the vertical direction, right front and rear frames 18A, 18B extending in the front and rear direction, and a right curved frame 19 connecting the lower part of the upper right and lower frame 17C to the rear part of the right front and rear frame 18B.

[0019] In this specification, the right and left lower frames 17A to 17C are collectively referred to as the right and left lower frames 17, and the right front and rear frames 18A, 18B are collectively referred to as the right front and rear frames 18.

[0020] The right front and rear frame 18A is connected to the upper parts of the right upper and lower frame 17A and the right upper and lower frame 17B, and its front part extends further forward than the right upper and lower frame 17A. The right front and rear frame 18B is connected to the lower parts of the right upper and lower frame 17A and the right curved frame 19. In addition, the right upper and lower frame 17B is connected to the front parts of the rear sides of the right front and rear frames 18A and the right curved frame 19. This increases the rigidity of the right frame 12, making it possible to suppress deformation of the right frame 12.

[0021] 4 and 5, the left connecting frame 13L extending in the front-rear direction of the connecting frame 13 is connected to the lower parts of the left upper and lower frames 15A and 15B. The right connecting frame 13R extending in the front-rear direction of the connecting frame 13 is connected to the lower parts of the right lower and upper frame 17A and the right curved frame 19. In addition, the connecting frame 14 is connected to the rear of the left front-rear frame 16C and the right curved frame 19. This firmly connects the left frame 11 and the right frame 12, increasing the rigidity of the frame 10 and suppressing deformation of the frame 10.

[0022] The top of a rectangular parallelepiped storage box 20 with an open top is fixed to the inner periphery of the connecting frame 13. A battery 20A, a pump 20B, etc. are stored in the storage space of the storage box 20, and an opening formed in the right wall of the storage box 20 is fitted with a staircase-like step (not shown) that workers can use when ascending and descending.

[0023] A partition member 21 that separates the cockpit 5 from the engine room 6 is provided at the rear of the frame 10. A support member 22 that supports the cockpit used by the operator is provided at the front of the partition member 21, and a convex portion 23 is formed at the left side of the partition member 21 by bending the partition member 21 upward and opening the left side and bottom. This allows the front portion of an exhaust purification device (DPF) that purifies impurities contained in the exhaust gas emitted from the engine E to be inserted into the convex portion 23.

[0024] The partition member 21 is formed of a portion 21A extending upward from its lower end portion detachably fixed to the rear portion of the connecting frame 13, a portion 21B extending upward and rearward from the upper end portion of portion 21A, a portion 21C extending gently upward and rearward from the upper end portion of portion 21B, a portion 21D extending upward from the upper end portion of portion 21C, and a portion 21E extending upward and rearward from the upper end portion of portion 21D. The rear end portion of portion 21E is detachably fixed to the connecting frame 14.

[0025] As shown in Figure 6, the left upper and lower frame 15A extends upward from its lower end connected to the connecting frame 13, then curves upward to the left, then curves upward again, and then extends upward again. Similarly, the left upper and lower frame 15B extends upward from its lower end, then curves upward to the left, then curves upward again, and then extends upward again. This allows a large space to be created to the left of the pilot's seat of the control unit 5, reducing stress on the operator caused by a small space. In addition, the right upper and lower frame 17A extends upward from its lower end connected to the connecting frame 13.

[0026] The left frame 11 is provided with a plate-shaped left wall 25, which is formed from a portion 25A extending downward along the left frame 11, a portion 25B extending downward to the right from the lower end of portion 25A, and a portion 25C extending downward from the lower end of portion 25B.

[0027] A window (not shown) is provided in a rectangular opening formed in the upper part of portion 25A, and the lower end of portion 25C abuts against connecting frame 13. In addition, a plate-shaped cover member 26 extending upward and to the left from the upper surface of connecting frame 13 is provided at the lower part of portion 25A, portion 25B, and a portion opposite portion 25C.

[0028] The right frame 12 is provided with a plate-like right wall 27, and a rectangular opening formed in the upper part of the right wall 27 is provided with a window (not shown).

[0029] 7 to 10, a support section (also referred to as a "first support section") 30 provided at the front of the vehicle frame 1 is provided below the front connecting frame 13A of the connecting frame 13. The support section 30 is made up of left and right support members 30A extending in the left-right direction and located below the front connecting frame 13A, left upper and lower support members 30L extending from the left parts of the left and right support members 30A to the vehicle frame 1, and right and lower support members 30R extending from the right parts of the left and right support members 30A to the vehicle frame 1. The support section 30 is provided forward of the output shaft 36A of the transmission 36.

[0030] The lower surface of the front connecting frame 13A and the upper surfaces of the left and right support members 30A are connected via a pair of left and right vibration isolating members 31, such as vibration isolating rubber or shock absorbers, which are provided at a predetermined interval in the left-right direction. This makes it possible to suppress vibrations generated in the vehicle frame 1 during travel, etc., from being transmitted to the front connecting frame 13A via the left and right support members 30A, thereby suppressing shaking of the cabin 9.

[0031] Additionally, an oil filter 33 is attached to the middle portion of the lower surface of the left and right support members 30A to remove impurities from the oil supplied to the hydraulic continuously variable transmission 32 that increases or decreases the output rotation of the engine E. This makes it easy to arrange a flexible hose that connects the continuously variable transmission 32 and the oil filter 33.

[0032] A support portion (also referred to as a "second support portion") 35 is provided on the front of the vehicle frame 1 below the left front-rear frame 16D. The support portion 35 is formed from a front-rear support member 35A that is disposed on the lower side of the left front-rear frame 16D and extends in the front-rear direction, a front vertical support member 35F that extends from the front of the front-rear support member 35A to a transmission 36 that increases or decreases the output rotation of the continuously variable transmission 32 that is disposed on the front of the vehicle frame 1, and a rear vertical support member 35B that extends from the rear of the front-rear support member 35A to the transmission 36. As a result, the lengths of the front vertical support member 35F and the rear vertical support member 35B can be shortened to increase the rigidity of the support portion 35 and prevent deformation of the support portion 35.

[0033] The lower surface of the left front-rear frame 16D and the upper surface of the front-rear support member 35A are connected via a vibration-isolating member (also called a "second vibration-isolating member") 37, such as a vibration-isolating rubber or a shock absorber. This makes it possible to suppress vibrations generated in the vehicle frame 1 during travel, etc., from being transmitted to the left front-rear frame 16D via the front-rear support member 35A, thereby suppressing shaking of the cabin 9.

[0034] A support portion (also referred to as a "third support portion") 38 is provided below the connecting frame 14, at the rear of the front side of the vehicle frame 1. The support portion 38 is formed of left and right support members 38A extending in the left-right direction and arranged below the connecting frame 14, a left upper and lower support member 38L extending from the left portion of the left and right support member 38A to the vehicle frame 1, and a right and lower support member 38R extending from the right portion of the left and right support member 38A to the vehicle frame 1. Furthermore, left and right reinforcing members 38D extending in the left-right direction are provided at the lower portions of the upper sides of the left upper and lower support member 38L and the right and lower support member 38R. This increases the rigidity of the support portion 38, making it possible to prevent deformation of the support portion 38.

[0035] The lower surface of the connecting frame 14 and the upper surfaces of the left and right support members 38A are connected via a pair of left and right vibration-isolating members 39, such as vibration-isolating rubber or shock absorbers, which are provided at a predetermined interval in the left-right direction. This makes it possible to suppress vibrations generated in the aircraft frame 1 during travel, etc., from being transmitted to the connecting frame 14 via the left and right support members 38A, thereby suppressing shaking of the cabin 9.

[0036] In a plan view, vibration-isolating member 31, vibration-isolating member 37, and vibration-isolating member 39 are provided in this order from the front. Vibration-isolating member 37 is provided to the left of vibration-isolating members 31 and 39, and is located in the center of the transmission 36 in the left-right direction. Vibration-isolating member 39 is offset to the left of vibration-isolating member 31, i.e., the left-side vibration-isolating member 39 is provided to the left of the left-side vibration-isolating member 31, and the right-side vibration-isolating member 39 is provided to the left of the right-side vibration-isolating member 31. In addition, the distance between the left-side vibration-isolating member 39 and the right-side vibration-isolating member 39 is wider than the distance between the left-side vibration-isolating member 31 and the right-side vibration-isolating member 31.

[0037] It is preferable that vibration-isolating members 37 and 39 use vibration-isolating rubber that is larger than that of vibration-isolating member 31. This makes it possible to suppress vibrations of left front / rear frame 16D and connecting frame 14, which have larger amplitudes due to vibrations in the front / rear and left / right directions than the front connecting frame 13A.

[0038] In a side view, vibration-isolating member 31 is provided above transmission 36, vibration-isolating member 37 is provided above vibration-isolating member 31, and vibration-isolating member 39 is provided above vibration-isolating member 37. Vibration-isolating member 37 is preferably provided so as to be positioned on an imaginary line connecting vibration-isolating member 31 and vibration-isolating member 39. This makes it possible to further suppress vibrations generated in vehicle frame 1 during travel, etc., from being transmitted to frame 10 via left and right support members 30A, front and rear support members 35A, and left and right support members 38A, thereby further suppressing shaking of cabin 9 and also enabling vibrations transmitted to frame 10 to be quickly damped.

[0039] 11, a rectangular opening 41 for maintenance work is formed in the lower front part of the right wall of the cabin 9, facing the parking brake pedal 40 that brakes the traveling device 2. This allows maintenance work on the parking brake pedal 40 to be easily performed through the opening 41. Note that the opening 41 is normally covered with a rectangular cover 42.

[0040] As shown in FIGS. 12 and 13, a front panel 45 is provided in front of the cockpit of the control unit 5, and a side panel 50 is provided on the left side.

[0041] The front panel 45 is provided with a monitor 46 that displays the traveling speed of the traveling device 2 and the output rotation of the engine E. In addition, an operating lever (not shown) is provided on the right side of the monitor 46 for turning the traveling device 2 and raising and lowering the reaping device 3.

[0042] The left portion of the side panel 50 is provided adjacent to the left front / rear frame 16D that supports the left wall of the cabin 9. A speed change lever 51 for operating the continuously variable transmission 32 is provided at the front portion of the side panel 50, an emergency stop switch (also referred to as a "switch") 52 for emergency stopping the engine E is provided behind the speed change lever 51, and a reaper / thresh lever 53 for operating a reaping clutch that transmits the output rotation of the engine E to the reaping device 3 and a threshing clutch that transmits the output rotation of the engine E to the threshing device 4 is provided to the right of the emergency stop switch 52.

[0043] The emergency stop switch 52 is provided in a recess 55 of the side panel 50, and the top of the emergency stop switch 52 is provided at approximately the same position as the upper surface of the side panel 50. This makes it possible to prevent the emergency stop switch 52 from being pressed accidentally.

[0044] In a side view, the front wall of the recess 55 is formed with a front-to-rear inclination, and the rear wall is formed with a rear-to-rear inclination. In addition, in the front-to-rear direction, the emergency stop switch 52 is moved forward and located rearward of the grip portion of the mower release lever 53 when it is in a front-to-rear inclined position, and is moved rearward and located rearward of the grip portion of the mower release lever 53 when it is in a rear-to-rear inclined position. This allows the emergency stop switch 52 to be quickly pressed if the engine E overheats, for example.

[0045] A power port 71 is provided at the rear of the side panel 50 to extract power from the vehicle battery into the cabin 9. This power port 71 is of the USB (Universal Serial Bus) format and supplies power to devices such as portable information terminals carried by the worker.

[0046] A power steering lever is also provided on the front right side of the cabin 9. This power steering lever is operated forward and backward to raise and lower the harvesting device 3, and left and right to steer the machine. A camera is also mounted on the upper front part of the cabin 9 to capture images of the area in front of the machine. This camera is used for monitoring the work status from a remote location and for image analysis by evaluation systems such as machine learning. However, when the machine is steered, this type of camera cannot capture the intended destination of the operator until the machine's direction of travel actually changes, leaving room for improvement in its convenience as a means of confirmation. Therefore, when the power steering lever is operated, it is preferable to orient the camera's optical axis in the direction of power steering lever operation depending on the angle and duration of operation. Conversely, it can also be oriented in the opposite direction to the power steering lever operation.

[0047] Next, the manual threshing section will be described. The manual threshing section is the section where an operator supplies hand-cut stalks to the threshing device 4. More specifically, the front part of the feed chain 4B that supplies stalks to the threshing device 4 has a conveying section exposed upward in the area in front of the front wall 4A of the threshing device 4. Therefore, the area in front of the threshing device 4, from the front wall 4A of the threshing device 4 to the front end of the feed chain 4B, constitutes the manual threshing section. The manual threshing (threshing) work of feeding stalks into this manual threshing section can be dangerous if clothing or the human body interferes with the feed chain 4B, which moves at high speed. Therefore, when a dangerous event occurs during the work state, the work vehicle control device 110 (Fig. 14) executes control to ensure the safety of the feed chain 4B, etc.

[0048] An emergency stop switch 101, a reaping unit clutch sensor 102, and the like are connected to the input interface of the work vehicle control device 110.

[0049] The output interface of the work vehicle control device 110 is connected to an engine control device 131, a reaping section clutch 132, a threshing section clutch 133, a warning output device 134, a threshing cylinder cover release mechanism 135, and the like.

[0050] A work state estimation device 120 is also connected to the work vehicle control device 110. A first camera (also called "camera") 103 and a second camera (also called "camera") 104 are connected to the work state estimation device 120, and captured images can be input.

[0051] Although not shown in detail, the emergency stop switch 101 is located on the outer left side of the front of the threshing device 4 and is operated when the operator senses danger. The reaping unit clutch sensor 102 detects the connection state of the reaping clutch located in the transmission path from the engine E to the reaping device 3.

[0052] For convenience, the engine control device 131 is shown connected to an output interface, but in reality, it is connected to the work vehicle control device via a so-called CAN, and communicates command signals and the like to acquire status data for the engine E and control its rotational speed, etc. The reaping unit clutch 132 and threshing unit clutch 133 connect and disconnect power from the engine E to the reaping device 3 and threshing device 4. The warning output device 134 alerts the manual threshing worker to dangerous situations and, although it may be installed anywhere, is preferably installed near the front of the threshing device 4. The threshing drum cover release mechanism 135 is an actuator installed on the top of the threshing device 4 to forcibly open the threshing drum cover that covers the upper half of the threshing drum. The threshing drum cover is equipped with a clamping rod that faces the upper side of the feed chain 4B, so opening the threshing drum cover not only exposes the upper half of the threshing drum, but also releases the feed chain 4B from clamping the straw.

[0053] The first camera 103 and the second camera 104, both connected to the work state estimation device 120 by wire or wirelessly, are cameras for capturing images of the area around the hand-threshing work unit, and the first camera 103 is fixed to the left frame 11 at the bottom of the left side of the cabin 9. The first camera 103 is installed with its optical axis facing left and right, and captures images of the area around the hand-threshing work unit from the cabin 9 side. The second camera 104 is provided at the rear of the reaping device 4, and is located in the space below the conveyor cover that covers the upper side of the straw conveying mechanism leading to the threshing device 4, and is fixed to the support frame of the conveyor cover. The optical axis of the second camera faces forward and backward, and captures images of the area around the hand-threshing work unit from the reaping device 4 side, which is in front of the hand-threshing work unit.

[0054] The work state estimation device 120 evaluates the state of the manual threshing work based mainly on the video data captured by the first camera 103 and the second camera 104. Markers are provided on the front wall 4A of the threshing device 4 to identify the angle and position of the video captured by the camera relative to the camera. The markers are black and white images of several pixels in length and width, and are recognized by the work state estimation device 120 based on their arrangement. Multiple markers are provided, and the relationship between the real coordinate system and the camera coordinate system is evaluated based on the positional relationship they appear in the video. For example, markers are provided at each of the four vertices of a rectangle in a single plane on the front surface of the front wall 4A, and the shape of this rectangle in the camera video can be used to recognize how the real coordinate system appears, making it possible to evaluate the position and size of objects appearing in the video.

[0055] By performing this coordinate system identification process on each of the first camera 103 and the second camera 104 and taking into account their relative postures and positions, it becomes possible to more accurately evaluate the positions of objects captured by both cameras. In this way, the various functions of the work state estimation device 120, such as the person detection unit 121, posture estimation unit 122, clothing determination unit 123, proximity determination unit 124, and movement determination unit 125, perform various processes using the coordinate information obtained by the above coordinate system identification process together with the images from the first camera 103 and the second camera 104.

[0056] The various estimation units and judgment units provided in the work state estimation device 120 are trained models based on machine learning, and are given training data to perform basic learning for judgment, and then fine-tuned to optimize them for the vehicle body and camera.

[0057] The person detection unit 121 of the work state estimation device 120 detects areas in which people are captured in the images captured by each of the first camera 103 and the second camera 104. How the person detection unit 121 outputs the determined information is arbitrary, but it typically outputs area coordinate information including the size and position of a rectangle surrounding the area in which a person is captured, along with a probability value that the area is a person.

[0058] The posture estimation unit 122 estimates the posture of the person based on the information of the person area extracted by the person detection unit 121. The posture estimation is performed by fitting the person in the video to a predetermined human body shape model. That is, positions corresponding to several key points such as the shoulders, elbows, and head are identified in the image, and a model of straight bone segments connecting these points is defined in an evaluation space of the real coordinate system, and the position and posture of the worker are estimated. Note that because the range captured by the first camera 103 and the second camera 104 is generally limited to the upper body, posture estimation is performed only on the upper body to reduce the amount of calculation required for video analysis.

[0059] The posture estimation unit 122 outputs meta-evaluation data relating to the posture of the person that is a summary of the coordinate information of each key point.

[0060] Clothing determination unit 123 estimates and determines the state of clothing of people in the images captured by first camera 103 and second camera 104. In particular, it estimates whether or not people are wearing gloves, which have a significant impact on the risk of work, and whether or not their clothing is disheveled, which may increase the risk of getting caught in something.

[0061] The clothing determination unit 123 determines whether or not gloves are being worn. Specifically, based on the position information of the head or neck obtained by the posture estimation unit 122, the image pixel information of the area corresponding to that area is referenced to calculate the color of the worker's skin. Similarly, the skin color of the area around the hand joints is calculated. Whether gloves are being worn on the hands is determined using the difference in these colors and the evaluation results of a function that evaluates the skin color-likeness of a separately prepared color code (RGB values, etc.). The clothing determination unit 123 also determines whether a towel is draped around the neck. It is preferable to determine this from the color of the neck, just like when gloves are being worn.

[0062] The clothing determination unit 123 performs the determination as described above, but since information on the presence or absence of problems with clothing alone is insufficient for risk assessment, the degree of risk due to clothing is converted into a numerical value and output.

[0063] The proximity determination unit 124 determines how close the worker's body is to the moving parts of the manual threshing unit. During manual threshing, the worker passes both arms over the feed chain 4B and positions them above the manual threshing unit. Furthermore, the worker's forearms are often hidden by the straw bundles, making it difficult to assess the dangerous proximity to the moving parts from the image. Therefore, the proximity determination unit 124 uses the output results of the posture estimation unit 122 described above to evaluate the dangerous proximity to the moving parts based on how close the worker's trunk is to the dangerous area. In other words, because the positions and shapes of the threshing machine 4 and the feed chain 4B are known, it is possible to identify in advance the extent to which they exist within the coordinate system of the image capture area. The dangerous area is defined as the area within a certain distance from these components, and the degree of danger is evaluated based on the distance of the closest point of the trunk (roughly the bone segment connecting the neck keypoint and the waist keypoint). When defining the danger area, it does not necessarily have to be a uniform distance from the moving parts, and can be appropriately specified depending on the actual risk, such as defining it wider towards the rear of the machine body downstream of the feed chain 4B, or defining it wider around exposed parts of the feed chain 4B and the openings of the threshing device 4. The proximity determination unit 124 quantifies and outputs the degree of danger due to proximity, and preferably further distinguishes and outputs the degree of danger due to the threshing part (threshing drum) and the degree of danger due to the feed chain 4B.

[0064] The movement determination unit 125 determines whether the worker's body has made a dangerous movement. Dangerous movements are roughly divided into two types: the first is a movement of suddenly approaching a moving part, and the second is a movement of suddenly shifting downstream (toward the rear of the machine body) in the conveying direction of the feed chain 4B. Both may indicate that the worker has been caught in a moving part, and it is reasonable to evaluate a movement of suddenly approaching a moving part as a highly dangerous work movement even if it does not result in the worker being caught in the moving part.

[0065] Therefore, the movement determination unit 125 monitors the movement of the trunk using the output result of the attitude estimation unit 122, and evaluates whether there is any significant acceleration in the movement of the trunk in particular. In this way, the degree of danger regarding the speed and acceleration of approaching the moving parts and movement toward the rear of the aircraft is evaluated, and the evaluation is quantified and output.

[0066] With the above-described configuration, the work state estimation device 120 comprehensively evaluates the danger of the work based on the output results from the clothing determination unit 123, the proximity determination unit 124, and the movement determination unit 125, and outputs a countermeasure operation command to the work vehicle control device 110 specifying a risk elimination operation.

[0067] The countermeasure operation command may be, in descending order of danger level according to the degree of danger assessed by the work state estimation device 120, stopping the engine E, releasing the threshing drum cover using the threshing drum cover release mechanism 135, stopping the feed chain 4B, slowing down the feed chain 4B, issuing a warning using the warning output device 134, etc. A combination of the above-listed operations may also be performed. That is, for example, when performing an operation for a higher danger level, it may be possible to combine and execute an operation prepared for a lower danger level. Furthermore, the threshold for classifying the countermeasure operations may also be adjustable by the worker or mechanic.

[0068] In the above example, the work state estimation device 120 comprehensively considers the output results from the clothing determination unit 123, proximity determination unit 124, and movement determination unit 125, but the evaluation can also be performed by taking the maximum value of the risk levels output by these units, by using a simple average, or by using an average value weighted by one of them. It is also possible to use only one of the determination units, in which case the amount of calculation by the work state estimation device 120 can be reduced and processing can be achieved by a device with low calculation resources.

[0069] Furthermore, although the work state estimating device 120 evaluates images from two cameras, the first camera 103 and the second camera 104, images from a single camera or three or more cameras may be used. [Explanation of symbols]

[0070] 4. Threshing equipment 4B Feed Chain 103 Camera 1 104 Second Camera 120 Work state estimation device 122 Posture estimation section 124 Proximity detection unit 125 Operation judgment section

Claims

1. A combine harvester equipped with cameras (103, 104) for monitoring the manual threshing work of an operator, A work state estimation device (120) is provided for evaluating the risk of the work of the worker from the images captured by the cameras (103, 104), The work state estimation device (120) a posture estimation unit (122) that estimates posture information including the position of a specific part of the worker's body from the video; a proximity determination unit (124) that determines the distance between a predefined danger area around the aircraft and the position estimated by the attitude estimation unit (122), The proximity determination unit (124) evaluates the degree of danger based on the distance determined. A combine harvester characterized by:

2. A combine harvester equipped with cameras (103, 104) for monitoring the manual threshing work of an operator, A work state estimation device (120) is provided for evaluating the risk of the work of the worker from the images captured by the cameras (103, 104), The work state estimation device (120) a posture estimation unit (122) that estimates posture information including the position of a specific part of the worker's body from the video; a movement determination unit (125) that estimates the movement of the worker based on the change in position estimated by the posture estimation unit (122), assessing the degree of risk based on the velocity or acceleration of the worker's body estimated by the movement determination unit; A combine harvester characterized by:

Images