U.S. patent application number 11/814605 was filed with the patent office on 2008-09-18 for field unit of game machine.
This patent application is currently assigned to KONAMI DIGITAL ENTERTAINMENT CO., LTD.. Invention is credited to Tetsuo Ishimaru, Yasufumi Kasuya, Hideaki Miyata.
Application Number | 20080227509 11/814605 |
Document ID | / |
Family ID | 36740249 |
Filed Date | 2008-09-18 |
United States Patent
Application |
20080227509 |
Kind Code |
A1 |
Miyata; Hideaki ; et
al. |
September 18, 2008 |
Field Unit of Game Machine
Abstract
The invention provides a field unit of a game machine, wherein a
lower-stage running surface on which a self-running body is placed
can be maintained efficiently. The field unit of a game machine
includes a lower-stage running surface on which a self-running body
runs; and an upper-stage running surface on which a model following
up the self-running body runs. In the field unit of a game machine,
the lower-stage running surface is formed in a lower structure, and
the upper-stage running surface is formed in an upper structure
which is liftably combined with the lower structure. The upper
structure is raised and lowered with a lift drive device.
Inventors: |
Miyata; Hideaki; (Tokyo,
JP) ; Kasuya; Yasufumi; (Tokyo, JP) ;
Ishimaru; Tetsuo; (Tokyo, JP) |
Correspondence
Address: |
DARBY & DARBY P.C.
P.O. BOX 770, Church Street Station
New York
NY
10008-0770
US
|
Assignee: |
KONAMI DIGITAL ENTERTAINMENT CO.,
LTD.
Tokyo
JP
|
Family ID: |
36740249 |
Appl. No.: |
11/814605 |
Filed: |
January 18, 2006 |
PCT Filed: |
January 18, 2006 |
PCT NO: |
PCT/JP2006/300595 |
371 Date: |
January 2, 2008 |
Current U.S.
Class: |
463/6 |
Current CPC
Class: |
A63F 9/14 20130101 |
Class at
Publication: |
463/6 |
International
Class: |
A63F 9/14 20060101
A63F009/14 |
Foreign Application Data
Date |
Code |
Application Number |
Jan 26, 2005 |
JP |
2005-017755 |
Claims
1. A field unit of a game machine, comprising: a lower-stage
running surface on which a self-running body runs; an upper-stage
running surface on which a model following up the self-running body
runs; a lower structure in which the lower-stage running surface is
formed; an upper structure liftably combined with the lower
structure, in the upper structure the upper-stage running surface
being formed; and a lift drive device which raises and lowers the
upper structure.
2. The field unit according to claim 1, wherein a power-supply
surface facing the lower-stage running surface is formed in the
upper structure, and the range of downward move of the upper
structure is set such that the self-running body contacts with the
power-supply surface when the upper structure is lowered.
3. The field unit according to claim 1, wherein the range of upward
move of the upper structure is set so as to generate a space which
at least an upper body of an operator can enter between the
lower-stage running surface and the power-supply surface when the
upper structure is raised.
4. The field unit according to claim 1, wherein the lift drive
device comprises: a hydraulic cylinder attached between the lower
structure and the upper structure such that the working direction
of the hydraulic cylinder is vertically oriented; and an oil
pressure generating device which supplies oil pressure to the
hydraulic cylinder.
5. The field unit according to claim 1, wherein the lift drive
devices comprises a plurality of hydraulic cylinders separately
arranged around the field unit, and each of the lift drive devices
comprises: a hydraulic cylinder attached between the lower
structure and the upper structure such that the working direction
of the hydraulic cylinder is vertically oriented; and an oil
pressure generating device which supplies oil pressure to the
hydraulic cylinder.
6. The field unit according to claim 5, wherein the lower structure
and the upper structure are respectively divided into sub-units of
a same number, and the hydraulic cylinder is provided to each of
the sub-units.
7. The field unit according to claim 5, wherein a cylinder tube of
the hydraulic cylinder is attached to one of the lower structure
and the upper structure, and a piston rod of the hydraulic cylinder
is coupled to the other structure through an adjusting device
providing end play to the other structure.
8. The field unit according to claim 2, wherein the range of upward
move of the upper structure is set so as to generate a space which
at least an upper body of an operator can enter between the
lower-stage running surface and the power-supply surface when the
upper structure is raised.
9. The field unit according to claim 8, wherein the lift drive
device comprises: a hydraulic cylinder attached between the lower
structure and the upper structure such that the working direction
of the hydraulic cylinder is vertically oriented; and an oil
pressure generating device which supplies oil pressure to the
hydraulic cylinder.
10. The field unit according to claim 8, wherein the lift drive
devices comprises a plurality of hydraulic cylinders separately
arranged around the field unit, and each of the lift drive devices
comprises: a hydraulic cylinder attached between the lower
structure and the upper structure such that the working direction
of the hydraulic cylinder is vertically oriented; and an oil
pressure generating device which supplies oil pressure to the
hydraulic cylinder.
11. The field unit according to claim 10, wherein the lower
structure and the upper structure are respectively divided into
sub-units of a same number, and the hydraulic cylinder is provided
to each of the sub-units.
12. The field unit according to claim 11, wherein a cylinder tube
of the hydraulic cylinder is attached to one of the lower structure
and the upper structure, and a piston rod of the hydraulic cylinder
is coupled to the other structure through an adjusting device
providing end play to the other structure.
13. The field unit according to claim 10, wherein a cylinder tube
of the hydraulic cylinder is attached to one of the lower structure
and the upper structure, and a piston rod of the hydraulic cylinder
is coupled to the other structure through an adjusting device
providing end play to the other structure.
14. The field unit according to claim 2, wherein the lift drive
device comprises: a hydraulic cylinder attached between the lower
structure and the upper structure such that the working direction
of the hydraulic cylinder is vertically oriented; and an oil
pressure generating device which supplies oil pressure to the
hydraulic cylinder.
15. The field unit according to claim 3, wherein the lift drive
device comprises: a hydraulic cylinder attached between the lower
structure and the upper structure such that the working direction
of the hydraulic cylinder is vertically oriented; and an oil
pressure generating device which supplies oil pressure to the
hydraulic cylinder.
16. The field unit according to claim 2, wherein the lift drive
devices comprises a plurality of hydraulic cylinders separately
arranged around the field unit, and each of the lift drive devices
comprises: a hydraulic cylinder attached between the lower
structure and the upper structure such that the working direction
of the hydraulic cylinder is vertically oriented; and an oil
pressure generating device which supplies oil pressure to the
hydraulic cylinder.
17. The field unit according to claim 16, wherein the lower
structure and the upper structure are respectively divided into
sub-units of a same number, and the hydraulic cylinder is provided
to each of the sub-units.
18. The field unit according to claim 16, wherein a cylinder tube
of the hydraulic cylinder is attached to one of the lower structure
and the upper structure, and a piston rod of the hydraulic cylinder
is coupled to the other structure through an adjusting device
providing end play to the other structure.
19. The field unit according to claim 3, wherein the lift drive
devices comprises a plurality of hydraulic cylinders separately
arranged around the field unit, and each of the lift drive devices
comprises: a hydraulic cylinder attached between the lower
structure and the upper structure such that the working direction
of the hydraulic cylinder is vertically oriented; and an oil
pressure generating device which supplies oil pressure to the
hydraulic cylinder.
20. The field unit according to claim 19, wherein the lower
structure and the upper structure are respectively divided into
sub-units of a same number, and the hydraulic cylinder is provided
to each of the sub-units.
Description
TECHNICAL FIELD
[0001] The present invention relates to a field unit of a game
machine having a lower-stage running surface and an upper-stage
running surface.
BACKGROUND ART
[0002] There is known a game machine in which a self-running body
and a model are placed respectively on a lower-stage running
surface and an upper-stage running surface provided in a field
unit, and which allows the self-running body to self-run on the
lower-stage running surface. The self-running body and the model
are attracted each other by a magnetic force, whereby the model is
caused to run while following up the self-running body (for
example, see Patent Document 1). In this type of game machine,
marks for controlling a running direction of the self-running body
or a degree of progress, such as guide lines, measurement lines,
are provided on the lower-stage running surface.
[0003] Patent Document 1: Japanese Patent Application Laid-Open No.
2003-38841.
DISCLOSURE OF THE INVENTION
Problem to be Solved by the Invention
[0004] In the above game machine, an error occurs in running
control of the self-running due to smear of the lower-stage running
surface or adhesion of a foreign matter. Accordingly, the
lower-stage running surface needs to be inspected periodically and
cleaned if necessary. However, the lower-stage running surface is
hidden under the upper-stage running surface in the structure in
which the upper-stage running surface is arranged above the
lower-stage running surface. Accordingly, the maintenance work of
the lower-stage running surface cannot be performed efficiently. In
the case where a power supply surface for supplying electric power
to the self-running body is provided on the backside of the
upper-stage running surface, similar problem arises for maintaining
the power supply surface.
[0005] Thus, an object of the invention is to provide a field unit
of a game machine, wherein a lower-stage running surface on which a
self-running body is placed can be maintained efficiently.
Means for Solving the Problem
[0006] In order to solve the above problem, a field unit of a game
machine according to the invention includes a lower-stage running
surface on which a self-running body runs; an upper-stage running
surface on which a model following up the self-running body runs; a
lower structure in which the lower-stage running surface is formed;
an upper structure liftably combined with the lower structure, in
the upper structure the upper-stage running surface being formed;
and a lift drive device which raises and lowers the upper
structure.
[0007] According to the field unit of the invention, the upper
structure is raised with the lift drive device to enlarge the space
between the backside of the upper-stage running surface and the
lower-stage running surface, which improves the access to the
lower-stage running surface. Accordingly, the maintenance work can
be performed efficiently to the lower-stage running surface.
[0008] In one aspect of the invention, a power-supply surface
facing the lower-stage running surface may be formed in the upper
structure, and the range of downward move of the upper structure
may be set such that the self-running body contacts with the
power-supply surface when the upper structure is lowered. According
to the aspect, when the upper structure is lowered, the power
supply surface contacts with the self-running body so that electric
power is reliably supplied to the self-running body. At the same
time, in the maintenance work of the lower-stage running surface, a
sufficient space is generated between the lower-stage running
surface and the power supply surface irrespective of the height of
the self-running body, so that the lower-stage running surface and
the power supply surface can be inspected or cleaned easily.
[0009] In one aspect of the invention, the range of upward move of
the upper structure may be set so as to generate a space which at
least the upper body of an operator can be put between the
lower-stage running surface and the power-supply surface when the
upper structure is raised. When the upper structure is raised to
the above extent, the operator can inspect or clean the lower-stage
running surface while putting the body of the operator to the inner
side (backend side) of the lower-stage running surface.
[0010] In one aspect of the invention, the lift drive device may
include a hydraulic cylinder attached between the lower structure
and the upper structure such that the working direction of the
hydraulic cylinder is vertically oriented; and an oil pressure
generating device which supplies an oil pressure to the hydraulic
cylinder. When the hydraulic cylinder is used as an actuator for
raising and lowering the upper structure, the lift drive device can
be configured relatively simply.
[0011] In one aspect of the invention, the lift drive devices may
include plural hydraulic cylinders separately arranged around the
field unit, and each of the lift drive devices includes a hydraulic
cylinder attached between the lower structure and the upper
structure such that the working direction of the hydraulic cylinder
is vertically oriented; and an oil pressure generating device which
supplies oil pressure to the hydraulic cylinder. When the plural
hydraulic cylinders are provided around the field unit, the upper
structure can be raised and lowered smoothly even in a large-size
field unit.
[0012] In one aspect of the invention, the lower structure and the
upper structure may be respectively divided into sub-units of a
same number. In this case the hydraulic cylinder may be provided to
each of the sub-units. Accordingly, the force of the hydraulic
cylinder is equally distributed to and exerted on the sub-units so
that the load exerted on a connecting section between the sub-units
when the upper structure is raised or lowered can be reduced.
[0013] In one aspect of the invention, a cylinder tube of the
hydraulic cylinder may be attached to one of the lower structure
and the upper structure, and a piston rod of the hydraulic cylinder
is coupled to the other structure through an adjusting device
providing end play to the other structure. Therefore, by using the
adjusting device, the plural hydraulic cylinders can work without
interfering with each another, so that the upper structure can be
raised and lowered smoothly.
EFFECT OF THE INVENTION
[0014] As described above, according to the field unit of the
invention, using the lift drive device, the upper structure is
raised to enlarge the space between the backside of the upper-stage
running surface and the lower-stage running surface, which improves
the access to the lower-stage running surface. Therefore, the
maintenance work can be performed efficiently to the lower-stage
running surface.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] FIG. 1 is a diagram showing a schematic configuration of a
game system into which a game machine according to an embodiment of
the invention is incorporated;
[0016] FIG. 2 is a perspective view showing a field unit when a
stage is raised;
[0017] FIG. 3 is a side view showing the field unit when the stage
is raised;
[0018] FIG. 4 is a perspective view showing the field unit when the
stage is lowered;
[0019] FIG. 5 is a side view showing the field unit when the stage
is lowered;
[0020] FIG. 6 is an exploded perspective view of the field
unit;
[0021] FIG. 7 is a perspective view showing the part VII of FIG. 2
viewed from the below;
[0022] FIG. 8 is a view showing cross sections of top boards
provided in the field unit and a motor vehicle and a model which
run on running surfaces formed on the top boards;
[0023] FIG. 9 is a view showing a guide line and a magnetic
measurement line formed on a lower-stage running surface;
[0024] FIG. 10 is a plan view showing a round track formed on the
lower-stage running surface;
[0025] FIG. 11 is an enlarged view showing a corner section of the
round track;
[0026] FIG. 12 is a view showing an internal structure of the
self-running body;
[0027] FIG. 13 is a bottom view of the self-running body;
[0028] FIG. 14 is a sectional view taken along the line XIV-XIV of
FIG. 13;
[0029] FIG. 15 is an enlarged front view of a line sensor;
[0030] FIG. 16 is an enlarged bottom view of the line sensor;
[0031] FIG. 17A is a view showing a relationship between an output
of a magnetic sensor and a magnetic measurement line when the
self-running body runs in a straight section, and showing a
relationship between the magnetic sensor and the magnetic
measurement line;
[0032] FIG. 17B is a view showing a relationship between the output
of the magnetic sensor and the magnetic measurement line when the
self-running body runs in a straight section, and showing outputs
of detecting elements of the magnetic sensor;
[0033] FIG. 18A is a view showing a relationship between the output
of the magnetic sensor and the magnetic measurement line when the
self-running body runs in a corner section of a lane except for an
innermost lane, and showing a relationship between the magnetic
sensor and the magnetic measurement line;
[0034] FIG. 18B is a view showing a relationship between the output
of the magnetic sensor and the magnetic measurement line when the
self-running body runs in the corner section of the lane except for
the innermost lane, and showing the outputs of the detecting
elements of the magnetic sensor;
[0035] FIG. 19 is a diagram showing a schematic configuration of a
control system of a game machine;
[0036] FIG. 20 is a block diagram showing a control system provided
to a motor vehicle;
[0037] FIG. 21 is a view showing a degree of progress of the motor
vehicle, a position in a transverse direction, and a concept of
control concerning a direction;
[0038] FIG. 22 is a functional block diagram of a motor vehicle
control device;
[0039] FIG. 23 is a flowchart showing a procedure of progress
management in a progress management device;
[0040] FIG. 24 is a flowchart showing a procedure of computing a
target speed in a target speed computation device;
[0041] FIG. 25 is a view showing a relationship among the number of
counted inversions, an inversion reference time, a remaining time,
and a progress shortage amount;
[0042] FIG. 26 is a flowchart showing a procedure of managing a
direction in a direction management device;
[0043] FIG. 27 is a flowchart showing a procedure of computing a
direction correction amount in a direction correction amount
computation device;
[0044] FIG. 28 is a flowchart showing a procedure of managing a
lane in a lane management device;
[0045] FIG. 29 is a view showing a correlation between position
shift of the line sensor to the guide line and the output of the
line sensor;
[0046] FIG. 30 is a flowchart showing a procedure of computing a
lane correction amount in a lane correction amount computation
device;
[0047] FIG. 31 is a flowchart showing a procedure of inspecting a
line width in a line width inspection device;
[0048] FIG. 32 is a flowchart showing a procedure of transmitting
line width inspection data from the motor vehicle control device to
a main control device;
[0049] FIG. 33 is a flowchart showing a procedure of managing the
line width inspection data in the main control device;
[0050] FIG. 34 is a flowchart showing a procedure of managing
running surface check in the main control device;
[0051] FIG. 35 is a view showing an example of a running surface
check screen; and
[0052] FIG. 36 is a flowchart showing a process in a maintenance
mode at the main control device.
BEST MODE FOR CARRYING OUT THE INVENTION
[0053] FIG. 1 is a diagram showing a schematic configuration of a
game system into which a game machine according to an embodiment of
the invention is incorporated. A game system 1 is used to perform a
horse-racing game. The game system 1 includes plural game machines
2A, 2B, and 2C, a center server 3, a maintenance server 4, and a
maintenance client 5 which are connected to each another through a
communication network 6. The plural game machines 2A to 2C have the
same configuration in the game system 1. Accordingly, the plural
game machines 2A to 2C are collectively referred to as game machine
2 unless distinction is necessary. Although the three game machines
2 are shown in FIG. 1, the number of game machines 2 included in
the game system 1 is not limited to three.
[0054] The center server 3 mainly processes data concerning a game
according to a request of the game machine 2. The maintenance
server 4 stores data concerning the maintenance such as error log
information on the game system 1 in a maintenance storage device 4a
which is a storage device of the maintenance server 4, and manages
the data concerning the maintenance. The maintenance client 5 is
installed in, e.g., a maintenance service division which
collectively manages the maintenance of the game system 1, and the
maintenance client 5 performs analysis and study of the maintenance
of the game system 1 using the data stored in the maintenance
storage device 4a. For example, the Internet is used as the
communication network 6.
[0055] The game machine 2 is configured in the form of a commercial
game machine installed in a store and allowing a user to play the
game in exchange for an economic value. A chassis (game machine
main body) 10 of the game machine 2 includes a field unit 11,
plural station devices 12, . . . , 12 arranged so as to surround
the field unit 11, and a monitor device 13 arranged at one end of
the field unit 11. The field unit 11 provides running surfaces 18
and 19 to a motor vehicle (self-running body) 30 and a race-horse
model 31 shown in FIG. 8, respectively. The motor vehicle 30 and
the race-horse model 31 are shown in FIG. 8. The plural motor
vehicles 30 and the models 31 are placed on the field unit 11, and
the horse-racing game is realized by competition of the plural
motor vehicles 30 and the models 31. The station device 12 performs
paying out of a game value for a player while accepting various
operations of the player concerning the horse-racing game. The
monitor device 13 includes a main monitor 13a which displays game
information and the like.
[0056] FIG. 2 is a perspective view of the field unit 11, and FIG.
3 is a side view thereof. As shown in FIGS. 2 and 3, the field unit
11 includes a base 14 which is a lower structure and a stage 15
which is an upper structure placed over the base 14. Both the base
14 and the stage 15 have a frame-work structure formed by a
combination of steel products. Top boards 16 and 17 are attached to
upper surfaces of the base 14 and stage 15, respectively. A
lower-stage running surface 18 on which the motor vehicle 30 runs
is formed on the upper surface of the top board 16 of the base 14.
An upper-stage running surface 19 on which the model 31 runs is
formed on the upper surface of the top board 17 of the stage 15,
and a power supply surface 20 for the motor vehicle 30 is formed on
the lower surface of the top board 17.
[0057] The stage 15 is liftably provided to the base 14. FIGS. 2
and 3 show the stage 15 in the raised state. FIGS. 4 and 5 show the
stage 15 in the lowered state. FIG. 4 is a perspective view
corresponding to FIG. 2, and FIG. 5 is a side view corresponding to
FIG. 3. The lift range of the stage 15 is as follows. As shown in
FIG. 5, when the stage 15 is lowered to come into contact with a
receiving section 14a of the base 14a, a space SP exists between
the lower-stage running surface 18 and the power supply surface 20.
Then, the height Hd (see FIG. 5) of the space SP at this point is a
suitable value for accommodating the motor vehicle 30. On the other
hand, when the stage 15 is raised up, the height Hu (see FIG. 3) of
the space SP is enlarged to such an extent that an operator can put
his/her upper half body into the space SP. Preferably, the height
Hu of at least 400 mm is ensured as a rough measure. Furthermore,
for the sake of carrying in and out the field unit 11, the base 14
and the stage 15 can be respectively divided into three sub-devices
14A to 14C and 15A to 15C in a horizontal direction, as shown in
FIG. 6. The top board 16 of the base 14 is divided into three parts
in accordance with the sub-devices 14A to 14C. The sub-devices 14A
to 14C are coupled to one another with coupling means such as a
bolt. The same holds for the sub-devices 15A to 15C.
[0058] As shown in FIGS. 2 and 3, a stage drive device (lift drive
device) 21 is provided in the field unit 11 to drive the stage 15
vertically. The stage drive device 21 includes plural hydraulic
cylinders (actuator) 22 arranged around the field unit 11 at an
appropriate interval, and an oil pressure generating device 23
serving as a power source for supplying oil pressure to each
hydraulic cylinder 22. The hydraulic cylinder 22 is provided such
that a piston rod 22a is orientated upwardly. One hydraulic
cylinder 22 is provided to each of both sides of the sub-devices
14A to 14C, namely, six hydraulic cylinders 22 are provided in
total. However, the number of hydraulic cylinders 22 is not limited
to six. but at least one hydraulic cylinder 22 may be provided for
each of the sub-devices 14A to 14C. As shown in FIG. 7, a cylinder
tube 22b of the hydraulic cylinder 22 is fixed to the base 14, and
a leading end of the piston rod 22a is coupled to the stage 15
through an adjuster device 24. Accordingly, the stage 15 is raised
by supplying oil pressure to the hydraulic cylinder 22 to extend
the piston rod 22a.
[0059] The adjuster device 24 includes an adjuster 24a fixed to the
leading end of the piston rod 22a and an adjuster receiver 24b
fixed to the stage 15. The adjuster 24a is not fixed to the
adjuster receiver 24b but inserted into the adjuster receiver 24b
with some play. Consequently, shift of an axis of the piston rod
22a is allowed in the operation of the hydraulic cylinder 22, and
thus the plural hydraulic cylinders 22 can be operated without
interference to raise and lower the stage 15 smoothly. The oil
pressure generating device 23 is driven by electric power supplied
to the game machine 2 so as to generate oil pressure suitable to
the hydraulic cylinder 22. The operation of the oil pressure
generating device 23 is controlled by a main control device 100
(see FIG. 19) which controls the whole operation of the game
machine 2.
[0060] FIG. 8 is a view showing cross sections of the top boards 16
and 17 and the motor vehicle 30 and model 31 which run on the
running surfaces 18 and 19 of the top boards 16 and 17. The top
board 16 of the base 14 is constructed from a white resin board, a
line sheet 32 is provided on the lower-stage running surface 18 of
the upper surface of the top board 16, and a magnet (permanent
magnet) 33 is provided on the lower surface of the top board 16. As
shown in FIG. 9, the line sheet 32 is used to form plural guide
lines 34 for guiding the motor vehicle 30 on the lower-stage
running surface 18. The guide line 34 is colored with a color (for
example, black) having a contrast in a visible range to a base
color of the top board 16. A width Wg of the guide line 34 is set
to a half of a pitch (interval) Pg between the adjacent guide lines
34. For example, the width Wg is set to 6 mm, and the pitch Pg is
set to 12 mm. As shown in FIG. 10, the guide lines 34 are provided
so as to form a round track 35. The round track 35 is formed by
connecting straight sections 35a in which the guide lines 34
extending parallel to one another and corner sections 35b in which
the guide lines 34 are curved in a semi-circle shape. In both the
straight section 35a and the corner section 35b, the width Wg and
pitch PTg of the guide line 34 are constant. In the corner section
35b, the guide lines 34 have the same center of curvature CC.
[0061] In the game machine 2, the guide line 34 is rated as a mark
indicating a lane of the round track 35. For example, the innermost
guide line 34 corresponds to a first lane, and subsequently the
guide lines 34 are correlated with the lane numbers: a second lane,
a third lane, . . . toward the outer circumference. In the game
machine 2, a position of the motor vehicle 30 in a transverse
direction (direction orthogonal to the guide line 34) of the round
track 35 is recognized with the lane number. The motor vehicle 30
controls its operation so as to run along the guide line 34
corresponding to the current lane unless it is instructed to change
lanes by the main control device 100. Although the number of guide
lines 34 is six in FIG. 10, the number of guide lines 34 may
appropriately be changed according to the number of horses to be
used in the horse-racing game.
[0062] As shown in FIG. 9, the magnets 33 are arranged such that an
S pole and an N pole are arranged alternately. The magnet 33 in the
straight section 35a has a strip shape extending in the transverse
direction, whereas the magnet 33 in the corner section 35b has an
arc shape expanding toward the outer circumference. Therefore, on
the lower-stage running surface 18, many magnetic measurement lines
36 extending in the transverse direction of the round track 35 are
formed repeatedly along a longitudinal direction of the round track
35 at a boundary section between the S pole and the N pole. The
magnetic measurement line 36 is used as a mark indicating the
position or a degree of progress of the motor vehicle 30 on the
round track 35. That is, in the game machine 2, the degree of
progress of the motor vehicle 30 in the longitudinal direction of
the round track 35 is managed by the number of magnetic measurement
lines 36 with reference to a particular position on the round track
35 (for example, the position Pref in FIG. 10). For example, when
the motor vehicle 30 is placed on a hundredth magnetic measurement
line 36 from the reference position Pref, the degree of progress of
the motor vehicle 30 is recognized as 100 by the game machine
2.
[0063] The pitch (interval) between the magnetic measurement lines
36 in the straight section 35a is set to a constant value PTm.
Hereinafter the pitch PTm is referred to as reference pitch. As
shown in FIG. 11, the pitch between the magnetic measurement lines
36 in the corner section 35b is set such that a pitch Ptin between
the magnetic measurement lines 36 along the innermost guide line 34
is equal to the reference pitch PTm. Accordingly, the pitch between
the magnetic measurement lines 36 in the corner section 35b is
enlarged toward the outer circumference. For example, in the case
of the reference pitch PTm of 8 mm, a pitch (maximum pitch) PTout
on the outermost guide line 34 is about 30 mm.
[0064] As shown in FIG. 10, absolute-position indicating devices 37
are provided at appropriate positions on the round track 35 (in the
example of FIG. 10, at both end zones of the straight section 35a
and at the center of the corner section 35b). As shown in FIG. 8,
the absolute-position indicating device 37 includes an indication
lamp 38 arranged on the lower surface of the top board 18. An
infrared LED which emits an infrared ray is used as the indication
lamp 38. As shown in FIG. 9, the indication lamp 38 is provided on
the lower surface of each guide line 34. In one absolute-position
indicating device 37, the indication lamps 38 are arranged in the
transverse direction of the round track 35. Openings are formed in
the top board 18 and in the magnet 33 right above the indication
lamps 38. At least right above the indication lamps 38, the guide
lines 34 are formed with an IR ink which is transparent to the
infrared ray.
[0065] The position of the indication lamp 38 in the longitudinal
direction of the round track 35 is set in a gap between the
magnetic measurement lines 36. On the infrared ray emitted from
each indication lamp 38 of the absolute-position indicating device
37, data respectively indicating an absolute position and the lane
number of the indication lamp 38 on the round track 35 are
superposed. That is, the absolute-position indicating device 37
functions as a device for providing information respectively
indicating the absolute position and the lane on the round track
35. In this case, the absolute position of the indication lamp 38
may be correlated with the degree of progress using the magnetic
measurement lines 36. For example, the absolute-position indicating
device 37 located at the reference position Pref is set to the
degree of progress of 0, and the degree of progress of 100 may be
transmitted as the position information from the indication lamp 38
arranged between the clockwise (or counterclockwise) 100th magnetic
measurement line 36 and the 101st magnetic measurement line 36.
Furthermore, the number of absolute-position indicating devices 37
counted from the reference position Pref may be transmitted as the
position information from the indication lamp 38, and then the
number of absolute-position indicating devices 37 may be
substituted with the degree of progress using an internal table of
the game machine 2.
[0066] As shown in FIG. 8, the motor vehicle 30 is placed between
the lower-stage running surface 18 and the power supply surface 20,
and the model 31 is placed on the upper-stage running surface 19. A
magnet 40 is provided on top of the motor vehicle 30. The model 31
stands itself on the upper-stage running surface 19 through a wheel
31a. However, the model 31 has no self drive device, and runs on
the upper-stage running surface 19 so as to follow up the motor
vehicle 30 while attracted to the motor vehicle 30 by the magnet 40
of the motor vehicle 30. That is, the running of the model 31 on
the upper-stage running surface 19 is realized through the running
control of the motor vehicle 30.
[0067] FIGS. 12 to 14 show the detail of the motor vehicle 30. The
horizontal direction in FIGS. 12 and 13 correspond to the
longitudinal direction of the motor vehicle 30. The right side of
FIGS. 12 and 13 corresponds to the front side of the motor vehicle
30. As shown in FIG. 12, the motor vehicle 30 includes a lower
device 41A and an upper device 41B. As shown in FIG. 13, the lower
device 41A includes a pair of drive wheels 42 used for self-running
on the lower-stage running surface 18, a pair of motors 43 used to
drive the drive wheels 42 independently, and assist wheels 44F and
44R arranged in front end section 30a and rear end section 30b of
the motor vehicle 30, respectively. A moving direction of the motor
vehicle 30 can be changed by imparting a difference in rotating
speed between the motors 43. Four vertically extended guide shafts
45 are provided in the lower device 41A, and the upper device 41B
is provided along the guide shafts 45 while being able to be raised
and lowered. A helical spring 46 is provided in the guide shaft 45,
and the upper device 41B is biased upward by a repulsion force of
the helical spring 46 such that a wheel 47 and a power supply brush
48 of the upper device 41B are pressed against the power supply
surface 20. The power supply brush 48 is brought into contact with
the power supply surface 20, which allows the electric power to be
supplied from the chassis 10 to the motor vehicle 30. However, FIG.
12 shows the state in which the stage 15 is lowered, and the power
supply surface 20 is sufficiently separated from the power supply
brush 48 and the like when the stage 15 is raised.
[0068] As shown in FIG. 12, the assist wheel 44F in the front side
of the lower device 41A is arranged slightly biased upward with
respect to the drive wheel 42. Assist wheels 49F and 49R are also
arranged on the front and rear sides of the upper device 41B, and
the assist wheel 49R is arranged while slightly biased downward
with respect to the drive wheel 47. Accordingly, the motor vehicle
30 can vibrate vertically with the drive wheel 42 as the axis, and
the vibration of the motor vehicle 30 is transmitted to the model
31 through the magnet 40. As a consequence, the situation is
expressed in which the race horse runs while vibrating
vertically.
[0069] As shown in FIG. 13, a line sensor 50, an absolute position
detecting sensor 51, and a magnetic sensor 52 are arranged in the
lower surface of the motor vehicle 30. The line sensor 50 is
provided to detect the guide line 34, the absolute position
detecting sensor 51 is provided to detect the light emitted from
the indication lamp 38, and the magnetic sensor 52 is provided to
detect the magnetic measurement line 36.
[0070] The line sensor 50 includes a pair of light emitting devices
53 provided in a symmetrical manner in the front end section 30a of
the motor vehicle 30, and a light-receiving device 54 arranged
between the light emitting devices 53. The light emitting device 53
emits visible light having a predetermined wavelength range to the
lower-stage running surface 18, and the light-receiving device 54
accepts the light reflected from the lower-stage running surface
18. The detection wavelength range of the light-receiving device 54
is restricted to the wavelength range of the visible light emitted
from the light emitting device 53 such that the light emitted from
the indication lamp 38 is not wrongly detected. FIGS. 15 and 16
show the detailed line sensor 50. The light emitting devices 53 are
symmetrically provided in relation to a center plane PC which
divides the motor vehicle 30 laterally into two equal portions, and
the light emitting directions of the light emitting devices 53 are
orientated obliquely inward.
[0071] The light-receiving device 54 includes a sensor array 55
which is provided so as to be equally extended across the center
plane CP in the lateral direction of the motor vehicle 30, and an
imaging lens 56 which focuses the image on the lower-stage running
surface 18, formed by the light reflected from the lower-stage
running surface 18, onto the sensor array 55. For example, the
sensor array 55 is formed by arranging many CMOS light-receiving
elements in line. The sensor array 55 detects a luminance
distribution in the lateral direction of the motor vehicle 30 with
fine resolution relative to the width Wg of the guide line 34. For
example, the resolution is set such that the width 1.5 times the
pitch PTg of the guide line 34 is detected while divided into 128
dots. In other words, when the center plane CP is located in the
center of the width direction of the guide line 34, a region formed
by the guide line 34 and a blank portion adjacent to the guide line
34 is set to a detection region, and the resolution of the sensor
array 55 is set such that the detection region is detected with the
resolution of 128 dots. For example, when the pitch PTg of the
guide line 34 is set to 12 mm, the sensor array 55 has the
detection width of 18 mm, and the sensor array 55 detects the
luminance distribution with the resolution of 0.14 mm per one
dot.
[0072] The imaging lens 56 is provided to upwardly separate the
sensor array 55 from the lower-stage running surface 18. This is
because the vertical vibration of the motor vehicle 30 caused by
the position shift of the assist wheels 44F and 44R is prevented
from influencing the accuracy of detecting the luminance
distribution.
[0073] As shown in FIG. 13, the absolute position detecting sensor
51 includes a light-receiving device 58 which is arranged on the
center plane PC of the motor vehicle 30. The absolute position
detecting sensor 51 accepts the infrared light emitted from the
indication lamp 38, and the absolute position detecting sensor 51
outputs a signal corresponding to the absolute position and lane
number included in the infrared light.
[0074] The magnetic sensor 52 includes plural detecting elements 60
arranged at a constant pitch PTms in the longitudinal direction of
the motor vehicle 30. In the following description, sometimes the
detecting element 60 is divided into a detecting element #1, a
detecting element #2, and . . . in the order from the front end
portion 30a of the motor vehicle 30. Each detecting element 60
detects a magnetic field in the lower-stage running surface 18, and
outputs signals corresponding to the S pole and N pole,
respectively. For example, the detecting element 60 outputs a Low
signal when detecting the S pole, and outputs a High signal when
detecting the N pole. Accordingly, the magnetic measurement line 36
can be detected by the inversion of the signal of each detecting
element 60. Therefore, the magnetic sensor 52 functions as a
measurement line detecting device. As shown in FIG. 17A, the number
of detecting elements 60 and a pitch PTms between the detecting
elements 60 in the longitudinal direction are correlated with the
reference pitch PTm of the magnetic measurement line 36. That is,
the pitch PTms of the detecting element 60 is set to a half of the
reference pitch PTm of the magnetic measurement line 36. In other
words, the reference pitch PTm is double the pitch PTms of the
detecting element 60. The number of detecting elements 60 is set
such that a product of the number of detecting elements 60 and the
pitch PTms is larger than the outermost pitch (maximum pitch) PTout
of the corner section 35b. In FIG. 17A, the reference pitch PTm is
set to 8 mm, the maximum pitch PTout is set to 30 mm, the pitch
PTms of the detecting elements is set to 4 mm, and the number of
detecting elements 60 is set to eight.
[0075] FIG. 17B shows an example of the output signal of the
magnetic sensor 52 when the magnetic sensor 52 runs at a speed Vact
along the guide line 34 of the straight section 35a or the guide
line 34 of the first lane of the corner section 35b. It is assumed
that the detecting element #1 (60) reaches the magnetic measurement
line 36 at time t1 and the output signal is inverted from Low to
High, and that the detecting element #1 (60) reaches the next
magnetic measurement line 36 at time t3 and the output signal is
inverted from High to Low. In this case, the output signal of the
detecting element #2 (60) is inverted from Low to High at time t2
between time t1 and time t3. Although the output signal of the
detecting element #3 (60) is inverted from Low to High at time t3,
the output signal of the detecting element #1 (60) is inverted at
the same time because the pitch PTms is the half of the reference
pitch PTm. Accordingly, in the case of FIG. 17B, the degree of
progress and the speed of the motor vehicle 30 can be controlled
with the resolution of the half of the reference pitch PTm using
only the output signals of the detecting elements #1 and #2 (60).
It is not necessary to use the output signals of the detecting
element #2 (60) and subsequent detecting elements 60. For example,
only the output signals of the detecting elements #1 and #2 (60)
may be used in the case when the running of the motor vehicle 30 is
controlled based on a difference between the current speed Vact of
the motor vehicle 30 and a target speed required on the game. The
current speed Vact is obtained by dividing the pitch PTms of the
detecting element 60 by inverting time interval (t1 and t2, t2 and
t3) of the output signal of each detecting element 60.
[0076] However, in the case when the motor vehicle 30 runs in the
lane except for the first lane of the corner section 35b,
circumstances differ from those of FIG. 17B because the pitch
between the magnetic measurement lines 36 is extended larger than
the reference pitch PTm. An example thereof will be described with
reference to FIGS. 17 and 18. In FIG. 18A, it is assumed that the
motor vehicle 30 runs at the speed Vact along the guide line 34 in
the second lane or the lane outside the second lane of the corner
section 35b and the pitch between the magnetic measurement lines 36
in the lane is PTx (however, Pm<PTx.ltoreq.PTout). In this case,
as shown in FIG. 18B, the time interval (t1 and t6) between time
t1, at which the detecting element #1 (60) reaches the magnetic
measurement line 36 to invert the output signal from Low to High,
and time t6, at which the detecting element #1 (60) reaches the
next magnetic measurement line 36 to invert the output signal from
High to Low, is extended by the extended pitch PTx. On the other
hand, the time interval (t1 and t2) between time t1 and time t2, at
which the output signal of the detecting element #2 (60) is
inverted from Low to High, is equal to the time interval of FIG.
17B. Therefore, the time interval between time t2 and time t1 is
smaller than the time interval between time t2 and time t6.
Accordingly, when the current speed Vact of the motor vehicle 30 is
determined from the inversion time intervals of the output signals
of the detecting elements #1 and #2 (60) and the pitch PTms of the
detecting elements 60, the speed obtained in the time interval
between time t2 and time t6 includes an error because the
precondition of PTms=PTm/2 does not hold, and the speed of the
motor vehicle 30 is wrongly controlled when the speed obtained in
the time interval between time t2 and time t6 is used.
[0077] On the other hand, in FIG. 18B, the detecting elements #2 to
#5 (60) sequentially reach the same magnetic measurement line 36 in
the time interval between time t1 and time t6, and the output
signals of the detecting elements #2 to #5 (60) are inverted in the
time interval between time t2 and time t5. The time intervals
between time t2 and time t3, time t3 and time t4, and time t4 and
time t5 are equal to a value obtained by dividing the pitch PTms of
the detecting elements 60 by the current speed Vact. Therefore, in
the case of FIG. 18B, when the current speed Vact is detected using
the output signals of the #1 to #5 detecting elements 60, the error
is not generated in the speed detection. In order to enable the
speed detection in all the lanes, as described above, it is only
necessary that the product of the number of detecting elements 60
and the pitch PTms is set larger than the outermost maximum pitch
PTout of the magnetic measurement line 36 in the corner section
35b. In the above example, the pitch PTms of the detecting elements
60 is 4 mm and the maximum pitch PTout of the magnetic measurement
line 36 is 30 mm, so that the condition is satisfied when the
number of detecting elements 60 is set to eight.
[0078] Then, a control system of the game machine 2 will be
described. FIG. 19 shows a schematic configuration of the control
system of the game machine 2. The game machine 2 includes the main
control device 100 for controlling the whole operation of the game
machine 2, plural communication devices 101 for performing
communication between the main control device 100 and the motor
vehicle 30, and a relay device 102 which relays communication
between the communication device 101 and the main control device
100. The main control device 100 is configured by a personal
computer, for example. The main control device 100 controls the
progress and development of the horse-racing game performed in the
game machine 2 according to a predetermined game program, and
provides instructions of the degree of progress and the lane of
each motor vehicle 30 through the communication device 101. For
example, the main control device 100 provides, to each motor
vehicle 30, the instructions of the degree of progress and the lane
number which the motor vehicle 30 should reach after a
predetermined device time. As described above, the degree of
progress is a value expressed by the number of magnetic measurement
lines 36 from the reference position Pref of FIG. 10. The motor
vehicle 30 is individually managed while numbered (#1, #2, and . .
. ).
[0079] The main control device 100 exchanges the information with
the center server 3 and the maintenance server 4 through the
network 6 of FIG. 1. The relay device 102 can be configured by a
switching hub, for example. As shown in FIG. 10, the communication
devices 101 are arranged around the round track 35 at predetermined
intervals. Although the ten communication devices 101 are arranged
in the drawing, the number of communication devices 101 may be
arbitrarily changed as long as all the circumferences of the round
track 35 are covered with the communication devices 101. A radio
wave or the infrared ray may be used in the communication between
the communication device 101 and the motor vehicle 30.
[0080] FIG. 20 shows a control system provided in the motor vehicle
30. The control system of the motor vehicle 30 includes a motor
vehicle control device 110. The motor vehicle control device 110 is
configured as a computer device including a microprocessor. The
motor vehicle control device 110 controls the running of the motor
vehicle 30 according to a predetermined motor vehicle control
program, and also controls the communication with the main control
device 100. The line sensor 50, the absolute position detecting
sensor 51, and the magnetic sensor 52, which act as the input
device for running control, are connected to the motor vehicle
control device 110 through an interface (not shown). A gyro sensor
111 which acts as the input device is also connected to the motor
vehicle control device 110. The gyro sensor 111 is incorporated
into the motor vehicle 30 to detect an attitude of the motor
vehicle 30, i.e., an orientation of the motor vehicle 30. The gyro
sensor 111 detects an angular velocity about a turning axis (for
example, a vertical axis line passing through an intersection point
of an axis line of the drive wheel 42 and the center plane PC) of
the motor vehicle 30, integrates the angular velocity twice to
convert the angular velocity into an angle change amount, and
outputs the angle change amount to the motor vehicle control device
110. Alternatively, the gyro sensor 111 may output an angular
acceleration to allow the motor vehicle control device 110 to
convert the angular acceleration into the angle change amount.
[0081] A transmitter 112 and a receiver 113 are connected to the
motor vehicle control device 110 through a communication control
circuit 114 to conduct communication with the communication device
101. As described above, the main control device 100 gives the
information for instructing the target progress and target lane of
the motor vehicle 30 at predetermined intervals during the game.
The motor vehicle control device 110 computes a target speed, a
direction correction amount, and the like of the motor vehicle 30
based on the given target progress and target lane and the output
signals of various sensors 50 to 52 and 111, so as to provide speed
instructions VL and VR to the motor drive circuit 115 based on the
computation results The motor drive circuit 115 controls the drive
current or voltage supplied to each motor 43 such that the given
speed instructions VL and VR are obtained.
[0082] FIG. 21 shows a concept of running control of the motor
vehicle 30 by the motor vehicle control device 110. In FIG. 21, it
is assumed that ADcrt is the current degree of progress of the
motor vehicle 30, ADtgt is the target progress given from the main
control device 100, Dref is the lane direction, i.e., the direction
of the guide line 34, and Dgyr is the direction in which the motor
vehicle 30 is orientated. The motor vehicle control device 110
controls the speed of the motor 43 such that the motor vehicle 30
reaches a target position Ptgt given by the intersection point of
the center line of the target lane and the target progress ADtgt by
predetermined time from the current position Pcrt and such that the
direction Dgyr of the motor vehicle 30 is in agreement with the
lane direction Dref. That is, the motor vehicle control device 110
increases or decreases the drive speed of each motor 43 according
to a progress shortage amount .DELTA.AD between the current degree
of progress ADcrt and the target progress ADtgt, and also controls
a speed ratio between the motors 43 such that the motor vehicle 30
is moved in the transverse direction of the round track 35 by a
lane correction amount .DELTA.Yamd which is given as a distance
from the current position Pcrt to the center line of the target
lane and such that the direction Dgyr of the motor vehicle 30 is
corrected by an angle correction amount .DELTA..theta.amd which is
given as a shift amount of a current direction .theta.gyr to the
lane direction Dref at the target position Ptgt.
[0083] Because the progress shortage amount .DELTA.AD is given as
the number of magnetic measurement lines 36, the progress shortage
amount .DELTA.AD is determined by subtracting the current degree of
progress ADcrt from the target progress ADtgt in both the straight
section 35a and the corner section 35b. In the corner section 35b,
however, a distance Ltr corresponding to the progress shortage
amount .DELTA.AD is changed by the position of the motor vehicle 30
in the transverse direction of the round track 35, and thus, it is
necessary to control the speed in consideration of the changed
progress shortage amount .DELTA.AD. The lane correction amount
.DELTA.Yamd is determined by subtracting the shift amount .DELTA.Y
between the current position Pcrt of the motor vehicle 30 and the
current lane from a lane interval Ychg corresponding to a distance
between the target lane and the lane on which the motor vehicle 30
runs currently. In the case when the target lane is in agreement
with the current lane, namely, in the case when the instruction for
changing the lane is not provided, the lane correction amount
.DELTA.Yamd is equal to the shift amount .DELTA.Y. A straight-ahead
direction from the reference position Pref of FIG. 10 is set to an
absolute reference direction Dabs, and angles .theta.ref and
.theta.gyr are set with respect to the absolute reference direction
Dabs, which allows the lane direction Dref and the motor vehicle
direction Dgyr to be specified. In the straight section 35a, the
angle .theta.ref is 0.degree. or 180.degree.. In the corner section
35b, the angle formed by a tangential direction of the guide line
34 in the degree of progress ADcrt and the absoluter reference
direction Dabs can be specified as .theta.ref. The tangential
direction is uniquely determined by the degree of progress, and the
tangential direction is kept constant irrespective of the lane in
the case of the same degree of progress.
[0084] FIG. 22 is a functional block diagram of the motor vehicle
control device 110. The motor vehicle control device 110 includes a
game information analysis device 120 which analyzes the game
information given from the main control device 100 to make the
determination of the target progress ADtgt and the target lane of
the motor vehicle 30; a progress counter 121 which stores therein
the current degree of progress ADcrt of the motor vehicle 30; a
progress management device 122 which computes the current speed
Vact of the motor vehicle 30 while updating a value of the progress
counter 121 according to the outputs of the absolute position
detecting sensor 51 and the magnetic sensor 52; a lane counter 123
which stores therein the lane number on which the motor vehicle 30
runs currently; a lane management device 124 which, on the basis of
the output of the line sensor 50 and the absolute position
detecting sensor 51 to update the value of the lane counter 123,
and detects the lane shift amount .DELTA.Y of the motor vehicle 30
relative to the lane; a gyro counter 125 which stores therein the
angle .theta.gyr indicating the direction of the motor vehicle 30;
and a direction management device 126 which determines the angle
.theta.gyr of the motor vehicle 30 to update a value of the gyro
counter 125 based on the output of the gyro sensor 111.
[0085] The motor vehicle control device 110 also includes a target
speed computation device 127 which computes the target speed Vtgt
of the motor vehicle 30 based on the target progress ADtgt, the
degree of progress ADcrt stored in the progress counter 121, and
the lane number stored in the lane counter 123; a speed setting
device 128 which sets the drive speed of the motor 43 of the motor
vehicle 30 based on the target speed Vtgt; a speed FB-correction
device 129 which performs feedback correction to the set drive
speed according to a difference between the target speed Vtgt and
the current speed Vact; a lane correction amount computation device
130 which computes the lane correction amount .DELTA.Yamd of the
motor vehicle 30 based on the target lane, the lane number of the
lane counter 123, and the lane shift amount .DELTA.Y of the motor
vehicle 30 determined by the lane management device 124; a
direction correction amount computation device 131 which computes
the direction correction amount .DELTA..theta.amd of the motor
vehicle 30 based on the degree of progress ADtgt stored in the
progress counter 121 and the angle .theta.gyr stored in the gyro
counter 125; and a speed-ratio setting device 133 which sets a
speed ratio between the motors 43 based on the lane correction
amount .DELTA.Yamd and the direction correction amount
.DELTA..theta.amd. The speed-ratio setting device 133 determines
the speed instructions VL and VR of the right and left motors 43,
and the instructions are outputted to the motor drive circuit 115
of FIG. 20. The motor vehicle control device 110 further includes a
line width inspection device 136 which inspects the line width of
the guide line 34 based on the output of the line sensor 50, the
degree of progress ADcrt stored in the progress counter 121, and
the direction correction amount .DELTA..theta.amd computed by the
direction correction amount computation device 131.
[0086] Processes of the devices in the motor vehicle control device
110 will be described below with reference to FIGS. 23 to 30. FIG.
23 is a flowchart showing a process at the progress management
device 122. The progress management device 122 monitors the output
of the magnetic sensor 52 to mange the degree of progress ADcrt of
the progress counter 121, and computes the current speed Vact of
the motor vehicle 30. That is, in Step S101, the progress
management device 122 determines whether or not the output of the
detecting element #1 (60) of the magnetic sensor 52 is inverted.
When the output of the detecting element #1 (60) is inverted, the
progress management device 122 adds one to the value ADcrt of the
progress counter 121 in Step S102. In Step S103, the progress
management device 122 sets a variable m for identifying a detecting
element's number to two. When the output of the detecting element
#1 (60) is not inverted, the flow skips Steps S102 and S103. In
Step S104, the progress management device 122 determines whether or
not the output of the detecting element #m (60) is inverted. When
the output of the detecting element #m (60) is inverted, the flow
goes to Step S105 to compute the current speed Vact. Assuming that
tact is the time interval between the previous output inversion of
the detecting element # (m-1) (60) and the output inversion of the
sensor at this time, the current speed Vact can be computed by
dividing the pitch PTms of the detecting element 60 by the time
interval tact (for example, the time interval between t1 and t2 in
FIG. 17B). That is, Vact=PTms/tact.
[0087] After the current speed Vact is computed, the variable m is
incremented by one in Step S106. In Step S107, the progress
management device 122 determines whether or not the absolute
position detecting sensor 51 detects the absolute position, namely,
whether or not the absolute position detecting sensor 51 detects
the infrared light from the indication lamp 38. When the absolute
position detecting sensor 51 does not detect the infrared light
from the indication lamp 38, the flow returns to Step S101. On the
other hand, when the absolute position detecting sensor 51 detects
the infrared light from the indication lamp 38 in Step S107, the
progress management device 122 determines the progress information
coded in the infrared light, and corrects the progress counter 121
such that the determined progress matches with the degree of
progress ADcrt of the progress counter 121. Then, the flow returns
to Step S101. When the output of the detecting element #m (60) is
not inverted in Step S104, the flow skips Steps S105 and S106 to go
to Step S107.
[0088] According to the above process, the value ADcrt of the
progress counter 121 is incremented by one in each time the
detecting element #1 (60) measures the magnetic measurement line
36. Additionally, the absolute position detecting sensor 51 detects
the signal from the absolute-position indicating device 37, which
appropriately corrects the degree of progress ADcrt. Therefore, the
position of the motor vehicle 30 in the longitudinal direction of
the round track 35 can be recognized from the value of the progress
counter 121. The current speed Vact of the motor vehicle 30 is
computed in each time the motor vehicle 30 moves by the pitch PTms
of the detecting element 60 of the magnetic sensor 52.
[0089] FIG. 24 is a flowchart showing a procedure of computing a
target speed performed by the target speed computation device 127.
In Step S121, the target speed computation device 127 obtains the
value ADcrt of the progress counter 121. In Step S122, the target
speed computation device 127 determines whether or not the progress
counter 121 is updated after the previous process. When the
progress counter 121 is not updated, the flow returns to Step S121.
When the progress counter 121 is updated, the flow goes to Step
S123. In Step S123, the progress shortage amount .DELTA.AD
(=ADtgt-ADcrt) is determined by subtracting the value ADcrt of the
progress counter from the target progress ADtgt. In Step S124, the
current lane is obtained from the lane counter 123.
[0090] In Step S125, the target speed computation device 127
estimates the number of times Nx of the output inversion of the
magnetic sensor 52 (number of counted inversions), which should be
detected before the motor vehicle 30 reaches the next degree of
progress on the basis of the current degree of progress ADcrt and
the lane on which the motor vehicle 30 runs currently. That is, the
target speed computation device 127 estimates, as the number of
counted inversions Nx, a value (quotient) obtained by dividing the
pitch PTx of the magnetic measurement line 36 between the current
degree of progress ADcrt and the next degree of progress ADcrt+1 by
the pitch PTms of the detecting element 60. When a fraction after
decimal point is included in the quotient, the quotient is rounded
to the whole number by counting the fraction as one or zero or
rounding it off. The lane number is used to specify the pitch PTx.
In a case when the motor vehicle 30 runs in the straight section
35a and on the innermost lane of the corner section 35b, the
reference pitch PTm of FIG. 9 is equal to the pitch PTx of the
detecting element 60. On the other hand, when the target speed
computation device 127 determines that the motor vehicle 30 runs on
the corner section 35b base on the degree of progress ADcrt, the
target speed computation device 127 can obtain the pitch PTx
corresponding to the lane number from previously prepared data such
as a table.
[0091] After the number of counted inversions Nx is estimated, the
flow goes to Step S126 to compute an inversion reference time tx.
As shown in FIG. 25, assuming that Trmn is a remaining time from
the current time to the time when the motor vehicle 30 should reach
the target progress ADtgt and that the output of each of the
detecting elements 60 of the magnetic sensor 52 is sequentially
inverted in a constant interval of time tx in the remaining time
Trmn, the remaining time Trmn is given by a product of time tx
multiplied by the number of counted inversions Nx and the progress
shortage amount .DELTA.AD. That is, in order that the motor vehicle
30 reaches the target progress ADtgt at a time to attain the target
progress, the motor vehicle 30 has to run a distance corresponding
to the progress shortage amount .DELTA.AD at such a speed that the
output of the detecting element 60 is inverted at the interval of
time tx. Due to the above relationship, the inversion reference
time tx is determined by dividing the remaining time Trmn by the
product of the number of counted inversions Nx and the progress
shortage amount .DELTA.AD (tx=Trmn/(Nx.DELTA.AD)). In other words,
when the progress is incremented by one when the output inversions
are detected N-times in the inversion reference time tx, and this
is repeated the number of times corresponding to the progress
shortage amount .DELTA.AD, the motor vehicle 30 reaches the target
progress ADtgt at the time to attain the target progress. For
example, the time to attain the target progress can be set to a
time when the next target progress and target lane are given by the
main control device 100 of the game machine 2 or a constantly
delayed time relative to the above time. However, it is necessary
that the times to attain the target progress are equally set for
all the motor vehicles 30 used in a same race.
[0092] Returning to FIG. 24, after the inversion reference time tx
is computed, the flow goes to Step S127, the quotient is obtained
as the target speed Vtgt by dividing the pitch PTms of the
detecting element 60 by the inversion reference time tx. The target
speed Vtgt is the speed of the motor vehicle 30 necessary to invert
the outputs of the magnetic sensor 52 sequentially at the interval
of inversion reference time tx. After the target speed Vtgt is
obtained in Step S127, the flow returns to Step S121. Accordingly,
the progress shortage amount .DELTA.AD is updated in each time the
value ADcrt of the progress counter is updated, and the number of
counted inversions Nx is estimated based on the number of lanes at
that time so as to determine the target speed Vtgt. That is, the
target speed Vtgt is updated in each time the progress of the motor
vehicle 30 is incremented by one.
[0093] As described in FIG. 22, the target speed Vtgt computed by
the target speed computation device 127 is given to the speed
setting device 128 and the speed FB-correction device 129. The
speed setting device 128 sets the drive speed of the motor 43 such
that the given target speed Vtgt is obtained, and the speed
FB-correction device 129 gives an FB-correction amount according to
the difference between the target speed Vtgt and the current speed
Vact with respect to the drive speed. Alternatively, feedback
control or feedforward control of the speed may be performed to
enhance the accuracy of speed control, response and the like using
a derivative value or an integration value of the speed
difference.
[0094] FIG. 26 is a flowchart showing a procedure of managing the
value of the gyro counter 125, which is performed by the direction
management device 126. In Step S141, the direction management
device 126 obtains the angle change amount outputted from the gyro
sensor 111. In Step S142, the direction management device 126
updates the value .theta.gyr of the gyro counter 125 by adding the
angle change amount to the value .theta.gyr of the gyro counter 125
or by subtracting the angle change amount from the value .theta.gyr
of the gyro counter 125. As a consequence, the angle .theta.gyr
indicating the current direction of the motor vehicle 30 is stored
in the gyro counter 125. Desirably the calibration is performed at
proper timing in order that the angle .theta.gyr of the gyro
counter 125 is set to 0.degree. when the motor vehicle 30 is
orientated toward the absolute reference direction Dabs. The
calibration is realized as follows. The determination whether or
not the motor vehicle 30 runs on the straight section 35a from the
reference position Pref in parallel with the lane direction is made
based on the degree of progress ADcrt of the progress counter 121
and the output of the line sensor 50, and the angle .theta.gyr is
reset to 0.degree. when the motor vehicle 30 runs in parallel with
the lane direction. The calibration may be performed during the
horse-racing game or the calibration may be performed at proper
timing before the race, e.g., in starting up the game machine
2.
[0095] FIG. 27 is a flowchart showing a procedure of computing the
direction correction amount .DELTA..theta.amd, which is performed
by the direction correction amount computation device 131. In Step
S161, the direction correction amount computation device 131
obtains the value ADcrt of the progress counter. In Step S162, the
direction correction amount computation device 131 determines the
angle .theta.ref of the reference direction from the degree of
progress ADcrt. As described above, the angle .theta.ref of the
reference direction is uniquely determined while correlated with
the degree of progress AD. The angle .theta.ref of the reference
direction is 0.degree. or 180.degree. in the straight section 35a,
and is the tangential direction of the guide line 34 in the corner
section 35b. When the correlation between the degree of progress AD
and the reference direction .theta.ref is previously stored in data
such as a table, the angle .theta.ref of the reference direction
can immediately be determined from the value ADcrt of the progress
counter. In Step S163, the direction correction amount computation
device 131 obtains the value .theta.gyr of the gyro counter 125. In
Step S164, the direction correction amount computation device 131
computes the difference between the angle .theta.ref and the angle
.theta.gyr as the direction correction amount .DELTA..theta.amd
(see FIG. 21). Then, the flow returns to Step S161. The determined
direction correction amount .DELTA..theta.amd is given to the
speed-ratio setting device 133, and the direction correction amount
.DELTA..theta.amd is also given to the lane management device 124
and the line width inspection device 136.
[0096] FIG. 28 is a flowchart showing a process performed by the
lane management device 124. The lane management device 124
determines the lane shift amount .DELTA.Y (see FIG. 21) by
referring to the output of the line sensor 50 and the direction
correction amount .DELTA..theta.amd, and also manages the value of
the lane counter 123 using the lane shift amount .DELTA.Y. In Step
S181, the lane management device 124 obtains the direction
correction amount .DELTA..theta.amd from the direction correction
amount computation device 131. In Step S182, the lane management
device 124 captures the output of the line sensor 50 to detect the
lane shift amount .DELTA.Y. FIG. 29 shows an example of a
correlation between the output of the line sensor 50 and the lane
shift amount .DELTA.Y. An analog signal is outputted from the line
sensor 50 according to intensity of the reflected light, and a
rectangular wave corresponding to the guide line 34 and the blank
portion between the guide lines 34 is obtained when the analog
signal is binarized with a proper threshold. The number of dots
.DELTA.Ndot between the center of the detection region of the line
sensor 50 and the center of the luminous region corresponding to
the guide line 34 (the center of the lane) is determined from the
rectangular wave. The number of dots .DELTA.Ndot corresponds to the
lane shift amount .DELTA.Y, and the line width per one dot can be
multiplied by the number of dots .DELTA.Ndot to determine the lane
shift amount .DELTA.Y. However, in the case when the direction of
the motor vehicle 30 is shifted from the reference direction Dref
(see FIG. 21), the line sensor 50 is also inclined with respect to
the direction orthogonal to the guide line 34. As a result, the
number of dots .DELTA.Ndot is also increased according to the
inclination. Therefore, it is necessary that the correct lane shift
amount .DELTA.Y be obtained by multiplying the lane shift amount
.DELTA.Y obtained from the number of dots .DELTA.Ndot by a cosine
value cos .DELTA..theta.amd of the direction correction amount.
Accordingly, it is necessary to obtain the direction correction
amount .DELTA..theta.amd in Step S181 of FIG. 28. In FIG. 29, the
width Wg (see FIG. 9) of the guide line 34 can be detected by
similarly correcting the number of dots .DELTA.Ndot included in the
luminous region corresponding to the guide line 34 using the
direction correction amount .DELTA..theta.amd.
[0097] Returning to FIG. 28, after the lane shift amount .DELTA.Y
is detected in Step S182, the flow goes to Step S183. In Step S183,
the lane management device 124 determines whether or not the motor
vehicle 30 is moved to the next lane. For example, in the case when
the lane shift amount .DELTA.Y is larger than the half of the pitch
PTg of the guide line 34, the lane management device 124 can
determine that the motor vehicle 30 is moved to the next lane.
Alternatively, the distances to the guide line 34 detected on both
sides of the center of the line sensor 50 are compared to each
other, and the lane management device 124 may determine that the
motor vehicle 30 is moved to the next lane when the magnitude
correlation is inverted. When the lane management device 124
determines that the motor vehicle 30 is moved to the next lane in
Step S183, the value of the lane counter 123 is updated to the
value corresponding to the next lane. When the lane management
device 124 determines that the motor vehicle 30 is not moved to the
next lane in Step S183, the flow skips Step S184.
[0098] In Step S185, the lane management device 124 determines
whether or not the absolute position detecting sensor 51 detects
the absolute position. When the absolute position detecting sensor
51 does not detect the absolute position, the flow returns to Step
S181. On the other hand, when the lane management device 124
determines that the absolute position detecting sensor 51 detects
the absolute position in Step S185, the lane management device 124
determines the lane number coded in the infrared light from the
absolute-position indicating device 37, and corrects the value of
the lane counter 123 such that the determined lane number is equal
to the value of the counter 123. Then, the flow returns to Step
S181. The lane shift amount .DELTA.Y determined in the above
process is given to the lane correction amount computation device
130.
[0099] FIG. 30 is a flowchart showing a procedure in which the lane
correction amount computation device 130 computes the lane
correction amount .DELTA.Yamd. In Step S201, the lane correction
amount computation device 130 obtains the target lane from the game
information analysis device 120. In Step S202, the lane correction
amount computation device 130 obtains the value (current lane
number) of the lane counter 123. In Step S203, the lane correction
amount computation device 130 obtains the lane shift amount
.DELTA.Y from the lane management device 124. In Step S204, the
lane correction amount computation device 130 determines whether or
not the target lane is matched with the lane. When the target lane
is matched with the lane, the flow goes to Step S205. In Step S205,
the lane correction amount computation device 130 sets the lane
shift amount .DELTA.Y to the lane correction amount .DELTA.Yamd.
Then, the flow returns to Step S201. When the target lane is not
matched with the lane in Step S204, the flow goes to Step S206. In
Step S206, the lane correction amount computation device 130 sets
the value obtained by adding the lane interval Ychg (see FIG. 21)
to the lane shift amount .DELTA.Y, to the lane correction amount
.DELTA.Yamd. Then, the flow returns to Step S201. The lane shift
amount Ychg is obtained by multiplying the difference in number
between the target lane and the current lane by the pitch PTg (see
FIG. 10) of the guide line 34.
[0100] Through the process of FIG. 30, the distance in the
transverse direction in which the motor vehicle 30 should be moved
to the target lane is computed as the lane correction amount
.DELTA.Yamd. As described in FIG. 22, the computed lane correction
amount .DELTA.Yamd is given to the speed-ratio setting device 133.
The speed-ratio setting device 133 determines the speed ratio,
generated between the motors 43, based on the given lane correction
amount .DELTA.Yamd and the direction correction amount
.DELTA..theta.amd. The speed-ratio setting device 133 increases or
decreases the drive speed, given from the speed FB-correction
device 129, according to the speed ratio to determine the speed
instructions VL and VR to the right and left motors 43. At this
point, a difference in speed between the motors 43 is generated
according to the speed ratio, and the speed instructions VL and VR
are generated such that the drive speed obtained by combining the
speeds is equal to the drive speed given from the speed
FB-correction device 129. The generated speed instructions VL and
VR are given to the motor drive circuits 115 of FIG. 19. The drive
circuits 115 drive the motors 43 at instructed speeds, whereby the
motor vehicle 30 reaches the target progress ADtgt in a
predetermined time and the control is performed such that the
direction Dgyr of the motor vehicle 30 is matched with the
reference direction Dref. The feedback control or the feed forward
control may be performed to the speed ratio to enhance a tracking
property to the target lane, the accuracy of direction correction
control, the responsibility and the like using the derivative
values and integration values of the lane correction amount
.DELTA.Yamd and direction correction amount .DELTA..theta.amd and
the angular acceleration detected by the gyro sensor 111.
[0101] According to the series of processes described above, the
target speed Vtgt of the motor vehicle 30 is given in each time the
degree of progress of the motor vehicle 30 is incremented by one,
and the current speed Vact of the motor vehicle 30 is sequentially
computed in each time the motor vehicle 30 is moved by the distance
corresponding to the pitch PTms of the detecting element 60.
Therefore, the speed of the motor vehicle 30 can be controlled
rapidly and accurately. The detecting elements 60 enough to cover
the maximum pitch PTms of the magnetic measurement line 36
therewith are provided in the magnetic sensor 52. As a consequence,
the current speed Vact can be detected with high resolution
according to the pitch PTms irrespective of the pitch PTx of the
magnetic measurement line 36 even if the motor vehicle 30 runs in
any lane of the corner section 35b. Accordingly, the error of the
speed control in which the current speed Vact is used can be
restrained to a low level, and a speed fluctuation can effectively
be restrained when the motor vehicle 30 runs on the corner section
35b.
[0102] The gyro sensor 111 is provided to detect the direction of
the motor vehicle 30, and the shift between the detected direction
and the direction of the target lane is given as the direction
correction amount .DELTA..theta.amd to the speed-ratio setting
device 133. Therefore, the accuracy of control is improved compared
with the case in which the position and direction in the transverse
direction of the motor vehicle 30 are controlled based on only the
output of the line sensor 50. The angle change amount, the angular
velocity change, or the angular acceleration is determined using
the output of the gyro sensor 111 to be used in the direction
control of the motor vehicle 30. Therefore, the motor vehicle 30 is
converged to the target lane more smoothly and rapidly, and the
orientation of the motor vehicle 30 can be matched with the target
direction correctly and rapidly.
[0103] The direction correction amount .DELTA..theta.amd to the
target direction of the motor vehicle 30 can immediately be
determined from the output of the gyro sensor 111. In the
determination of the lane shift amount .DELTA.Y with the output of
the line sensor 50, the shift amount .DELTA.Y can correctly be
detected using the direction correction amount .DELTA..theta.amd.
Accordingly, it is possible to improve the accuracy of lane
tracking of the motor vehicle 30 or the accuracy of moving control
to the target lane.
[0104] FIG. 31 is a flowchart showing a process in a line width
inspection device 136. In Step S221 of FIG. 31, the line width
inspection device 136 obtains the value ADcrt of the progress
counter 121. The line width inspection device 136 obtains the value
of the lane counter 123 in Step S222, and obtains the direction
correction amount .DELTA..theta.amd in Step S223. In Step S224, the
line width inspection device 136 computes the line width of the
current lane from the output of the line sensor 50. As described in
FIG. 29, in order to determine the line width, the number of dots
Ndot is determined from the output of the line sensor 50, the line
width per dot is multiplied by the number of dots Ndot, and the
correction is performed to the computed line width according to the
direction correction amount .DELTA..theta.amd. In Step S225, the
line width inspection device 136 determines whether or not the
computed line width exists within a predetermined allowable range.
When the computed line width exists within the predetermined
allowable range, the flow returns to Step S221. When the computed
line width exists exceeds the predetermined allowable range line
width, the flow goes to Step S226. In Step S226, the data in which
the detected line width is correlated the detection position, i.e.,
the value ADcrt of the progress counter and the value of the lane
counter is stored as the line width inspection data in the storage
device of the motor vehicle control device 110. Then, the flow
returns to Step S221. The allowable range of the line width can be
determined in consideration of an error generation frequency in the
running control of the motor vehicle 30, which is obtained by
increasing or decreasing the line width of the guide line 34 with
respect to the original line width Wg. For example, when the
original width Wg of the guide line 34 is 6 mm while the actual
line width is in the range of .+-.2 mm, the allowable range can be
set in the range of 4 to 8 mm in the case when a trouble is not
actually generated in the running control of the motor vehicle
30.
[0105] The apparent increase or decrease in width of the guide line
34 due to, for example, the dirt of the lower-stage running surface
18, the mixture of the foreign matter, and the peel-off of the
guide line 34 can be detected through the above process. The
generation of the dirt, flaw or the like in the linear shape which
is wrongly detected as the guide line can be detected as the
anomaly of the line width. The abnormal point of the line width can
also be detected by the degree of progress and lane of the round
track 35 using the stored data. In the embodiment, the output of
the line sensor 50 is referred to in the detection of the lane
shift amount .DELTA.Y, the determination of the current lane, and
the computation of the lane correction amount .DELTA.Yamd.
Therefore, in the case when the width of the guide line 34 is
changed due to the dirt or the like, the tracking property of the
motor vehicle 30 to the guide line 34 is degraded by the influence
of the changed width, and malfunction such as unstable behavior in
changing the lane is possibly generated. Accordingly, the periodic
check and cleaning of the lower-stage running surface 18 are
required. The data produced by the line width inspection device 136
can effectively be used in such work operations.
[0106] Although the number of dots Ndot is converted into the line
width in the above process, it may be determined whether or not the
line width exists within the allowable range using the value in
which the number of dots Ndot is corrected by the angle
.DELTA..theta.amd. The angle correction may be neglected to
determine whether or not the line width exists within the allowable
range using the number of dots Ndot. For example, in the case when
the running control is performed such that the direction correction
amount .DELTA..theta.amd of the motor vehicle 30 is restricted to a
constant range, the number of dots Ndot on the line sensor 50 is
previously determined, and it may be determined that the line width
exceeds the allowable range when the detected number of dots
exceeds the number of dots Ndot on the line sensor 50. The number
of dots Ndot on the line sensor 50 corresponds to the guide line
width Wg in the case when the direction correction amount
.DELTA..theta.amd becomes the maximum. In this case, it is not
necessary that the inclination be corrected with the direction
correction amount .DELTA..theta.amd. On the other hand, for the
lower limit value of the line width, on the basis of the detected
number of dots corresponding to the line width Wg in the case when
the motor vehicle 30 proceeds straight along the guide line 34, it
may be determined that the line width is lower than the allowable
range when the detected number Ndot of dots is lower than the
reference value.
[0107] The line width inspection may be performed during the
horse-racing game by the line width inspection device 136 as needed
or may appropriately be performed when the race is not performed.
For example, in a proper period during which the race is not
performed, the line width inspection may be performed such that the
main control device 100 provides the instruction for performing
line width inspection to cause the motor vehicle 30 to run along
the round track 35 in a predetermined running pattern. In the above
embodiment, the signal outputted from the line sensor 50 is
binarized to distinguish the black portion in the running surface
18 from the white portion. Alternatively, the line sensor 50
outputs an analog signal waveform, and the analog signal waveform
is digitalized with 256 levels of gray to detect colored portions
except for the white and black portions, and the colored portion
may be recognized as the dirt and the like.
[0108] The preferable mode in which the line width inspection data
obtained by the line width inspection device 136 is utilized will
be described below. Because the motor vehicle 30 does not have the
function of displaying the line width inspection data, the motor
vehicle 30 transmits the line width inspection data to the main
control device 100, and the line width inspection data is
transmitted to the maintenance server 4 and the like through the
network 6 as necessary, which allows the line width inspection data
to be effectively used. The method of utilizing the line width
inspection data will be described below.
[0109] FIG. 32 is a flowchart showing a procedure of transmitting
the line width inspection data from the motor vehicle 30 to the
main control device 100. In Step S241, the motor vehicle control
device 110 determines whether or not it is good time the line width
inspection data is transmitted. When the motor vehicle control
device 110 determines it is good time the line width inspection
data is transmitted, the flow goes to Step S242. In Step 242, the
motor vehicle control device 110 transmits the line width
inspection data to the main control device 100. On the other hand,
in Step S301, the main control device 100 determines whether or not
the inspection data is transmitted from the motor vehicle 30. When
the main control device 100 determines that the inspection data is
transmitted, the flow goes to Step S302. In Step S302, the main
control device 100 stores the line width inspection data in the
storage device thereof. Then, the flow returns to Step S301. The
time the line width inspection data is transmitted can be set to
the time the transmission of the line width inspection data has no
influence on the control of the horse-racing game, and the proper
time after the race is ended can be set to the transmission
time.
[0110] FIG. 33 is a flowchart showing a procedure of managing the
line width inspection data. The procedure is performed by the main
control device 100 to manage the line width inspection data
transmitted from the motor vehicle 30 at an appropriate time after
the main control device 100 receives the line width inspection
data. In Step S321 of FIG. 33, the main control device 100 analyzes
the line width inspection data received from the motor vehicle 30,
and produces running surface warning data. In Step S322, the main
control device 100 stores the running surface warning data in the
storage device of the main control device 100. Because the line
width inspection data includes the line width which is determined
as out of allowable range and the detection position (degree of
progress and lane number) of the line width which is determined as
out of allowable range, the number of detection times is counted in
each detection position, and the data in which the detection
position is correlated with the number of detection times is
produced and stored as the running surface warning data. The
counting of the number of detection times may be neglected to
retain only the detection position in the running surface warning
data. The detection position may be neglected to retain only the
number of detection times in the running surface warning data. It
is not always necessary that the detection position be correlated
with the magnetic measurement line 36 one by one, but at least two
adjacent magnetic measurement lines 36 may collectively be regard
as one detection position. In this case, the amount of running
surface warning data can be reduced. As shown by an alternate long
and short dash line in FIG. 10, the round track 35 is divided into
plural zones Z1 to Z10, the number of detection times is counted in
each zone, and the data in which the number of detection times is
correlated with the zone may be produced as the running surface
warning data.
[0111] Returning to FIG. 33, after the running surface warning data
is stored; the flow goes to Step S323. In Step S323, the main
control device 100 confirms the amount of running surface warning
data. In Step S324, the main control device 100 determines whether
or not the amount of running surface warning data exceeds a
predetermined allowable amount. The main control device 100 sets
the warning flag to one in Step S325, when the amount of running
surface warning data exceeds the predetermined allowable amount. In
Step S326, the main control device 100 transmits the running
surface warning data to the maintenance server 4. Then, the process
is ended. The main control device 100 sets the warning flag to one
in Step S325, when the amount of running surface warning data does
not exceed a predetermined allowable amount in Step S324. Then, the
process is ended.
[0112] FIG. 34 is a flowchart showing a procedure of running
surface check management performed by the main control device 100
to display a running surface check screen based on the running
surface warning data to an operator (manager) of the game machine
2. The process of FIG. 34 is performed based on the instruction of
the operator, for example, when the game machine 2 is controlled in
a maintenance mode. In Step S341 of FIG. 34, the main control
device 100 determines whether or not the warning flag is 1. When
the warning flag is 1, the flow goes to Step S342 to display a
predetermined warning. It is assumed that the warning display
includes a message for urging the operator to inspect or clean the
running surface. When the warning flag is not 1, the flow skips
Step S342. In Step S343, the main control device 100 reads the
running surface warning data. In Step S344, the main control device
100 displays the running surface check screen based on the running
surface warning data. Then, the process is ended.
[0113] For example, the running surface check screen can be
configured as shown in FIG. 35. In this example, a course whole
view 80 in which the round track 35 is illustrated in a planar
manner is displayed on the screen while dots 81 are superposed on
the detection position of the course whole view 80. The number of
detection times may be recognized by changing the display aspect of
the dot 81 according to the number of detection times. In FIG. 35,
a diameter of the dot 81 is enlarged as the number of detection
times is increased. Alternatively, the color of the dot 81 may be
changed according to the number of detection times. The zone where
the inspection or cleaning is required may be indicated more
clearly to the operator by showing the zone where the number of
detection times exceeds the predetermined threshold in the mode
different from other zones. In FIG. 35, the zones Z4, Z9, and Z10
are displayed in the mode different from other zones, whereby it is
shown that the necessity of the inspection or cleaning is enhanced
in the zones Z4, Z9, and Z10. Furthermore, the zones Z4 and Z9 are
displayed in the mode different from the zone Z10, whereby it is
shown that the necessity of the inspection or cleaning is further
enhanced in the zones Z4 and Z9 compared with the zone Z10.
[0114] The running surface check screen is not limited to the
example shown in FIG. 35. The dot 81 may be neglected to show only
the zone where the inspection or cleaning is required. The display
change in each zone may be neglected to show only the detection
position with the dot 81. The detection position is not limited to
the dot, but the detection position may be indicated by an
appropriate index. The course overall view 80 is displayed as a
perspective view, and a bar graph of a height according to the
number of detection times may be displayed in the detection
position.
[0115] In FIG. 34, when the display of the running surface check
screen is instructed by the operator, the warning flag is checked
to determine whether or not the warning display is required. The
warning display is not limited to the example of FIG. 34, but the
warning display may be performed at appropriate timing. For
example, the amount of running surface warning data is recognized
in starting up the game machine 2, and the warning display may be
performed when the amount of running surface warning data exceeds
the allowable amount. In performing the warning display, the
operator may be asked whether or not the running surface check
screen is displayed along with the warning display.
[0116] FIG. 36 is a flowchart showing a procedure of processing a
maintenance mode which is performed by the main control device 100
when the operator instructs the maintenance mode for the purpose of
the inspection, cleaning or the like of the lower-stage running
surface 18. In the case when the instruction of the maintenance
mode is provided, in Step S361, the main control device 100
provides for starting up the stage drive device 21 (see FIG. 3) to
raise the stage 15. Because the sufficient space is generated
between the lower-stage running surface 18 and the power supply
surface 20 by raising the stage 15, the operator can easily inspect
or clean the lower-stage running surface 18.
[0117] In Step S362, the main control device 100 determines whether
or not the operator provides the instruction for ending the
maintenance. When the operator provides the instruction, the flow
goes to Step S363. In Step S363, the main control device 100 lowers
the stage 15. In Step S364, the main control device 100 makes a
confirmation to the operator whether or not the running surface
warning data is deleted. In Step S365, the main control device 100
determines whether or not the operator provides the instruction for
deleting the running surface warning data. When the operator
provides the instruction, the main control device 100 deletes the
running surface warning data, namely, the main control device 100
deletes the running surface warning data in Step S366. Then, the
process is ended. On the other hand, when the operator does not
provide the instruction in Step S365, the flow skips Step S366, and
the process is ended.
[0118] The running surface warning data is transmitted to the
maintenance server 4 in Step S326 of FIG. 33. Alternatively, the
running surface check screen shown in FIG. 35 may be displayed to
confirm the state of the running surface 18 by performing the
process similar to that of the main control device 100 even in the
maintenance server 4 which receives the running surface warning
data. The running surface warning data may be analyzed more finely
with the maintenance server 4. The state of the lower-stage running
surface 18 is confirmed with the maintenance server 4, and the
server manager may urge the operator of the store where the game
machine 2 is installed to perform the cleaning and the like. The
line width inspection data is transmitted to the maintenance server
4, the maintenance server 4 produces the running surface warning
data, and the running surface check screen or the warning may be
displayed based on the running surface warning data.
[0119] In the above embodiment, the power supply surface 20 is
provided on the backside of the top board 17 of the stage 15.
However, the invention can be applied to a field unit in which the
power supply surface is provided in a different position. The
invention can also be applied to a field unit in which the power
supply surface is not provided when the motor vehicle is powered by
a built-in battery. The invention is not limited to the lift drive
device in which the hydraulic cylinder is used as actuator. For
example, the rotational motion of the motor may be converted into
the lifting motion of the upper structure by the motion-concerting
mechanism such as a rack and pinion mechanism and a ball screw
mechanism. The upper-stage running surface may be the surface of
water.
[0120] The application of the field unit according to the invention
is not limited to the game machine in which the horse racing game
is performed. The invention can be applied not only to a field unit
of a network connected game machine but also to a field unit of a
stand-alone type game machine which is disconnected from the
network.
* * * * *