JPS6257928B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an azimuth signal generating device for a moving object, and in particular, when controlling the movement of a moving object such as a car or an airplane so that it moves along a desired course, the present invention relates to an azimuth signal generating device for a moving object, and is particularly useful when controlling the movement of a moving object such as a car or an airplane so that it moves along a desired course. The present invention relates to an azimuth signal generating device for a moving object that generates a signal representing the current azimuth when turning.

For example, at an airport, when guiding an aircraft from the runway to the taxiway, you may
When driving a golf cart or car on a predetermined turning course, the direction of a moving object such as an aircraft or car is displayed on a recording medium such as a map, or digitally or analogously.
If a device capable of indicating the direction of a moving object is proposed, it would be very conveniently used to indicate the course or direction of a moving object.

Therefore, the main object of the present invention is to provide a relatively simple and inexpensive structure, to detect the current direction of a moving object when the moving object moves straight or turns, and to display the current direction on a recording medium or display. An object of the present invention is to provide a device for generating an azimuth signal of a moving object that can be displayed on a device.

To summarize the invention, first and second signal sources that generate the same code signals are arranged on both left and right sides of a moving path along which a moving object moves. detecting means for detecting the same code signal from a signal source; and detecting means for detecting the same code signal from a signal source; A counting means for counting the distance traveled is provided. Then, based on the distance traveled and the width of the moving object, the deflection angle in the moving direction of the moving object is determined, and the current direction of the moving object when it is moving along the desired course is detected with high precision. and display it on a recording medium such as a display or map.

The above objects and other objects and features of the present invention will become more apparent from the detailed description given below with reference to the drawings.

FIG. 1 is a schematic plan view of a vehicle used for detecting a moving position according to an embodiment of the present invention. At the bottom of the vehicle 10, a pair of front wheels 11,
12 and a pair of rear wheels 13 and 14 are provided. This vehicle 10 is, for example, a rear wheel drive system, and each rear wheel 13 and 14 is independently rotationally driven. One feature of the present invention is that pulse generators 111, 121 generate a certain number of pulses per revolution of the wheels on the respective rotating shafts of the front wheels 11, 12 and the independently rotated rear wheels 13, 14. and 15 and 16 are provided. Here, the pulse generators 15, 16 and 111,
121 is, for example, per revolution of the wheel, respectively.
It is assumed that 100 pulses are generated continuously, and that the vehicle body (vehicle) advances, for example, 2 m for each rotation of the wheels 11, 12, 13, and 14.

Further, sensors 17,
18 are provided. The sensors 17 and 18 detect the absolute position of the vehicle 10 on the route by detecting signals from signal sources provided on both sides of the travel route, and also determine the absolute position of the vehicle 10 on the route based on the signal line detection order. This detects the direction in which the vehicle is traveling from a reference direction (for example, relative direction).

In addition, in FIG. 1, pulse generators 111 and 12 that generate pulses according to the rotation of the front wheels 11 and 12 are shown.
1 is provided, however, the present invention is not limited to this, and an auxiliary wheel may be provided and pulses may be generated in accordance with the rotation of the auxiliary wheel.

FIG. 2 is a block diagram for detecting the distance traveled by a vehicle according to an embodiment of the present invention. In the configuration, the system related to one pulse generator 15, 111 and the system related to the other pulse generator 16, 121 have the same configuration and perform similar operations. Therefore, the following description will focus on the pulse generator 15,
The system related to pulse generator 111 will be shown, and the system related to pulse generators 16 and 121 will be simply shown in parentheses, and their explanation will be omitted.

The output of a pulse generator 15 that sequentially generates pulses in accordance with the sequential rotation of the rear wheel 13 is output to a counter 2.
01 and is counted. This counter 20
1 is cleared by a clock pulse derived from timing circuit 202 every unit time. The output of the counter 201 is given as one input of the arithmetic circuit 203 and as one input of the AND gate 208, and is further loaded into the register 204. The count value loaded into the register 204 is given as the other input of the arithmetic circuit 203 and as one input of the AND gate 209. This arithmetic circuit 203 calculates the difference between the value (number of pulses) input from the counter 201 for each unit time and the value (number of pulses) from the register 204 loaded in the past (previous) unit time. The difference output of the arithmetic circuit 203 is given as one input of the comparison circuit 206.

The output of the pulse generator 111, which sequentially generates pulses in accordance with the rotation of the front wheel 11, is also counted by the counter 231 in the same manner as described above. This counter 231 is connected to the timing circuit 202
It is cleared every unit time by . and,
The output of the counter 231 is loaded into a register 232, and the output thereof is given as the other input of the comparison circuit 206. The comparison circuit 206 compares the absolute values of the two inputted signals. If the output of the arithmetic circuit 203 (difference in the number of pulses in that unit time with the previous unit time) is within a predetermined tolerance than the number of pulses corresponding to the rotation of the front wheel 11 loaded in the register 232, the output goes high. A level signal is derived, and if the tolerance is exceeded, a low level signal is derived. The output of this comparison circuit 206 is
It is applied as the other input of the AND gate 208, and is also inverted by the inverter 207 and applied as the other input of the AND gate 209. The outputs of these two AND gates 208 and 209 are both given as respective inputs to an OR gate 210. Therefore, OR gate 210
The output is a pulse number output.

Note that without applying a pulse corresponding to the rotation of the front wheel 11 as the other input of the comparison circuit 206,
The output of the setting device 205, which allows the tolerance to be set in advance, may be provided.

In operation, first, in the comparison circuit 206,
If the difference is within the set difference value, this comparison circuit 20
AND gate 2 by the high level signal from 6
08 is opened and AND gate 209 is closed. Therefore, the number of pulses generated in that unit time (from the counter 201) is output from the AND gate 208, and is output via the OR gate 210. In other words, if it is within the tolerance, counter 2
The count value of 01 in that unit time is output from the OR gate 210 as the output of this pulse generator.

Next, in the comparison circuit 206, the number of pulses per unit time based on the rotation of the rear wheel 13 is determined by the number of pulses per unit time of the front wheel 11.
When the tolerance exceeds the number of pulses per unit time based on the rotation of , the AND gate 208 is closed by a low level signal from the comparator circuit 206 (in both positive and negative cases). A high level signal from inverter 207 opens AND gate 209. Therefore, AND gate 2
From 09, the number of pulses (from the register 204) that occurred in the past (in this case, immediately before) unit time is outputted, and is outputted via the OR gate 210. In other words, if there is a large fluctuation exceeding the tolerance, the count value of the register 204 in the past unit time will be
OR gate 21 as the output of this pulse generator
Output from 0.

As mentioned above, according to the circuit shown in Fig. 2, rear wheel 1
3 becomes abnormal due to idling, etc., and abnormal data is obtained from the pulse generator 15, so that almost normal data obtained in the previous (past) unit time is output. , data errors due to wheels idling, etc. can be kept to a minimum.

In addition, in the circuit shown in FIG. 2, in order to detect the traveling distance of the vehicle 10, counting data (pulse number) is output as the output of the pulse generator, but this is sequentially determined whether or not it is within the tolerance. Compared to,
The output may be a sequentially obtained pulse train. At this time, if there is an abnormality, a separately provided delay circuit or holding circuit (delays or holds the pulse from the pulse generator for a certain time)
Outputs a sequential pulse train from . Further, if data determined to be abnormal is not loaded into the register 204, almost normal data can be obtained even if abnormal data occurs many times. moreover,
In the above embodiment, the number of pulses from the pulse generator 15 was used to determine whether there was an abnormality or not.
This may be determined using a conventional analog angular accelerometer.

If the output correction circuit of the pulse generator as described above is used, even more accurate vehicle passing route method, speed calculation, and mileage calculation will be achieved.

FIG. 3 is a key arrangement diagram of a keyboard for setting and inputting the turning angle and the straight distance. In the figure, a straight-travel switch 31 is a switch for instructing a moving object to travel straight, and when the straight-travel switch 31 is pressed and the distance setting switch 33 is pressed, a distance of 100 m, 50 m, 10 m, or any distance, for example, can be set. By pressing the switch, the straight travel distance can be set. Further, the turning switch 32 is a switch for instructing the moving object to turn. The turning direction can be set by operating the turning angle setting switch 34 and operating any one of the angle keys, for example, 360 degrees, 180 degrees, 90 degrees, and any arbitrary angle.

Note that without providing such a keyboard 30, a signal line is installed or buried under the surface of the road or under the road as an input means, and a turning angle signal is transmitted to this signal line, and the signal is transmitted on the vehicle 10 side. The vehicle 10 may be turned based on the received information. Alternatively, signals such as lights may be emitted from the left and right sides of the road surface and received.

FIG. 4 is a block diagram for generating a current position signal of a vehicle from a starting point on coordinates according to a preferred embodiment of the present invention. In the figure, a flip-flop 401 is set when a straight forward switch 31 and a distance setting switch 33 included in the keyboard 30 are operated. The set output of flip-flop 401 is applied to one input terminal of AND gate 402 and one input terminal of AND gate 403. A pulse output from the pulse generator 15 is applied to the other input terminal of the AND gate 402 . Further, the other input terminal of the AND gate 403 is given a pulse output from the pulse generator 16 . Therefore, AND gate 402 provides said pulse to first counter 404 when flip-flop 401 is set. counter 4
04 counts the total number of pulses according to the rotation of the right wheel 13 when the vehicle 10 travels a certain unit distance. The count value of this counter 404 is given to a division circuit 406 and a multiplication circuit 429. Straight line distance information is given to the division circuit 406 from the keyboard 30 . This division circuit 40
6 determines the moving distance per pulse (distance/pulse) of the right rear wheel 13 based on the straight-line distance information and the total number of pulses, and provides it to the multiplication circuits 410 and 429. Further, the counter 405 is the left wheel 14
Count the total number of pulses that travel in response to the rotation of. The count value of this counter 405 is calculated by the division circuit 4
07 and the multiplication circuit 430. Straight travel distance information is given to the division circuit 407 from the keyboard 30 . The division circuit 407 determines the moving distance (distance/pulse) of the left rear wheel 14 per pulse based on the straight-line distance information and the total number of pulses, and provides the calculated distance to the multiplication circuits 411 and 430.

Further, the rotation switch 32 is pressed and the angle setting switch 34 is operated to set the rotation angle to 360, for example.
When the degree is set, the counters 404 and 405 count the total pulses in the same manner as described above, and a turning mode signal is given to the gate circuit 408. Further, the division circuits 406 and 407 calculate the moving distance (distance/pulse) per pulse of the left and right wheels 14 and 13, respectively, and the multiplication circuit 40
9,430. The multiplication circuit 429 divides the total number of pulses output from the counter 404 by the travel distance per pulse output from the division circuit 406 to obtain the distance actually traveled by the right wheel 13. The multiplication circuit 430 similarly determines the distance actually traveled by the left wheel 14. The outputs of multiplication circuits 429 and 430 are given to gate circuit 408. The gate circuit 408 derives the difference between the travel distances of the left and right wheels 14 and 13, and provides the difference to the arithmetic circuit 409.
The arithmetic circuit 409 divides the angle information set by the keyboard 30, such as 360 degrees, by the difference in distance traveled, and calculates, for example, how many centimeters the vehicle travels to calculate the angle (angle/distance difference). The output of the arithmetic circuit 409 is given to the multiplication circuit 507.

On the other hand, the number of pulses per unit time of the wheel 13 applied via the OR gate 210 is determined by the multiplication circuit 41.
given to 0. This multiplication circuit 410 multiplies the number of pulses per unit time by the travel distance per pulse corresponding to the right wheel 13 to derive the travel distance per unit time of the right wheel 13. and multiplication circuit 41
Give to 3. Further, the number of pulses per unit time for the left wheel 14 provided via the OR gate 230 is provided to the multiplication circuit 411 . Multiplier circuit 4
11 multiplies the number of pulses per unit time by the travel distance per pulse corresponding to the left wheel 14 to derive the travel distance per unit time of the left wheel 14, and outputs the travel distance to the accumulator 503 and the register 504.
and the multiplication circuit 415. The accumulator 501 accumulates the distance traveled by the right wheel 13 and supplies it to one input terminal of the adding circuit 505. Further, the accumulator 503 accumulates the distance traveled by the left wheel 14 and supplies it to the other input terminal of the adding circuit 505. The adding circuit 505 adds up the respective cumulative distances, further divides the sum by half to obtain an average value, and provides the average value to the distance meter 412. The distance meter 412 then displays the distance traveled by the vehicle.

The distance traveled by the right wheel 13 and the left wheel 14 per unit time is stored in the registers 502 and 504, respectively, and the respective outputs are given to the subtraction circuit 506. A subtraction circuit 506 calculates the difference between the distance traveled by the right wheel 13 per unit time and the distance traveled by the left wheel 14 per unit time. That is, for example, when the vehicle 10 turns to the left by an angle set by the keyboard 30, the distance traveled by the right wheel 13 is longer than the distance traveled by the left wheel 14, so the difference is determined. This difference value is provided to the subsequent multiplication circuit 507. The multiplication circuit 507 multiplies the difference value by the angle information per pulse given from the arithmetic circuit 409. That is, when the vehicle 10 turns by a certain angle, the right wheel 13
There is a difference between the distance traveled by the left wheel 14 and the distance traveled by the left wheel 14. By multiplying the distance of this difference by the angle per pulse, it is possible to know how many times the vehicle 10 has turned from a certain starting point. Therefore, the angle θ _o at which the vehicle 10 actually turned is derived as the output of the multiplication circuit 507. This angle θ _o is provided to the accumulator 508 . This accumulator 508 receives a direction signal from a direction signal generator 426, which will be explained in detail later, and an output from a direction correction signal generation control circuit 70, which will be explained in detail in FIG. , for forcibly correcting the azimuth (direction) based on the azimuth signal.

The output of the accumulator 508 is applied to a register 509 and a subtracter 510. The register 509 is loaded with the previous turning angle θ _o-1 per unit time (t _o-1 ). Therefore,
A subtracter 510 calculates the current turning angle θ _o of the accumulator 508 and the previous turning angle θ o _- 1 per unit time (t _o-1 ) loaded in the register 509.
(θ _o -θ _o-1 =Δθ). That is, this subtracter 510 calculates the difference Δθ between the turning angle of the vehicle 10 in the current unit time and the turning angle of the vehicle 10 in the previous unit time. The output Δθ of this subtracter 510 is given to the subsequent divider 512 and divided (Δθ1/2),
The output 1/2Δθ is given as one input of an adder 513.

Further, the previous turning angle θ _o-1 per unit time is loaded into the accumulator 511. That is, this accumulator 511 stores the previous unit time (t _o-1 ) in the current unit time (t _o ).
The turning angle θ _o-1 will be loaded. The output of this accumulator 511 is given as the other input of the adder 513. Therefore, adder 513 has two inputs (θ _o-1 and
1/2Δθ) is added (θ _o-1 + 1/2Δθ). That is, this adder 513 is a sine circuit 41 which will be described later.
9 and this vehicle 1 input to the cosine circuit 420
The purpose is to calculate the traveling direction (angle) calculation element of 0 not as an angular element at each unit time but as an angular element at the midpoint between a certain unit time and the next unit time.

The output of the adder 513 is given to a sine circuit 419 and a cosine circuit 420. sine circuit 419
calculates the sine value at the turning angle in the movement direction, and inputs the sine value to the first multiplication circuit 413 as the X-axis element. Further, the cosine circuit 420 obtains a cosine value at the movement direction angle, and inputs the cosine value to the second multiplication circuit 415 as the Y-axis element of the coordinate display device. The first multiplication circuit 413 calculates the X-axis component to be plotted every unit time on a coordinate display device, which will be described later, and combines the count output from the OR gate 210 every unit time (correlated with the distance traveled). It is multiplied by the sine value from the sine circuit 419 and its output is input to the accumulator 417. The second multiplication circuit 415 is for obtaining the Y-axis component plotted on the coordinate display device every unit time, and
Count output from gate 230 and the cosine circuit 42
It is multiplied by the cosine value starting from 0, and the output is input to the accumulator 418.

The accumulators 417 and 418 are provided with setting inputs from manual setting devices 414 and 416, respectively, for manually setting the starting point of the vehicle 10 on a desired course. Further, the accumulators 417 and 418 are supplied with a position correction signal output from a position correction signal generation control circuit 60, which will be explained in detail in FIG. 6 below. Furthermore, preferably the accumulators 417, 41
8, the output of the correction circuit 423, which will be described in detail later, is
They are given in relation to the X-axis and Y-axis elements, respectively.
The output X _n of the accumulator 417 is given to the coordinate position display control circuit 421 as an X-axis element correction signal, and the output Y _n of the accumulator 418 is
Coordinate position display control circuit 42 as an axis element correction signal
1 is given. This coordinate position display control circuit 42
1 is not shown in detail, but for example, the X-axis element and the Y
A D/A converter that performs digital-to-analog conversion (hereinafter referred to as D/A conversion) separately from the axis element, and a Y on the plane.
It includes an XY recorder that records on the coordinates of the axis and the X axis.

Further, this coordinate position display control circuit 421
It may be a device that digitally displays the position information of the axis and Y axis, and furthermore, the accumulator 508
It may also include a device for digitally displaying the output of, ie, the current orientation. In addition, the direction is
Using an analog display that can rotate 360 degrees is convenient for checking the direction.

Next, the configuration of the correction circuit 423 will be explained. FIG. 5a schematically shows a part of a road for explaining the correction circuit. Figure 5b is Figure 5a
FIG. 2 is an enlarged diagram of one area. Transmitting stations TRS are installed at predetermined points such as intersections of each road.
10, TRS20, TRS30, TRS40,... are arranged, and each transmitting station TRS10, TRS20,...
are individually service areas AR1, AR2,
…have. The service areas AR1, AR2,...
etc., may be narrow so that reception is possible only in the very vicinity where the relevant transmitting stations TRS10, TRS20, ... are installed, and furthermore, adjacent service areas, for example AR1 and AR2, do not overlap with each other and are The transmitted waves are separated so that they can be individually identified. Therefore, the transmission power of the transmitting station used in this embodiment may be weak, and therefore the installation is not subject to any restrictions such as the Radio Law.

Next, the functions of the transmitting station will be explained with reference to FIGS. 4 and 5 mentioned above. Preferably, a plurality of the transmitting stations are arranged within one area (for example, AR1), as shown in FIG. 5b. These multiple transmitting stations transmit unique identification information. This identification information (shown in FIG. 4) is
and is input to the correction circuit 423.
Accordingly, the correction circuit 423 derives X-axis and Y-axis coordinate position signals correlated to the area, and supplies them to the accumulators 417 and 418 to correct the X-axis and Y-axis elements as necessary. That is, the coordinate position signal of the vehicle correlates with the current position on the X-axis and Y-axis.
Corrected to the axial element.

Furthermore, the receiving antenna 422 transmits the identification information of the area (for example, AR1) to the transmitting station TRS10.
When received in the order of →TRS11, for example, if it is determined that the vehicle is moving north, the correction circuit 423 corrects the direction determination output of the direction determination circuit 424 to the north. A setting switch 425 is turned on in response to the direction signal from the direction determining circuit 424.
It consists of a push button switch and is configured so that it can also be set manually. This setting switch 4
25 are provided according to the direction (for example, eight when setting directions such as north, northeast, east, southeast, south, southwest, west, northwest, etc.). Each switch output of the setting switch 425 is individually connected to the corresponding direction signal generator 4.
26 and activates it. That is,
When a switch related to north is turned on, a signal representing north, such as "0°", is provided to accumulator 508. Therefore, the transmitting station (e.g.
Based on the order in which the identification information from the TRSs 10 to 11) is received, the direction in which the vehicle is traveling is confirmed and corrected as necessary.

FIG. 6 is a specific circuit diagram of the position correction signal generation control circuit 60.

FIG. 7 is an illustrative diagram to help understand position correction control. Next, the specific configuration of the position correction signal generation control circuit 60 and the operation of position correction control will be described with reference to FIGS. 4, 6, and 7.

On a road on which the vehicle 10 can travel, a direction (north-south direction) along a certain direction (for example, north) is Y.
The direction perpendicular to the Y-axis (east-west direction) is assumed to be the X-axis. In the Y-axis direction of this road, a plurality of signal lines Ly1 to LYn are buried under the road surface or installed above the road surface in advance. Further, in the X-axis direction of the road, a plurality of signal lines Lx1, Lx2, . This Y
A signal for specifying the Y-axis direction and for identifying each signal line in the Y-axis direction is constantly transmitted (or depending on the proximity of the vehicle) to the axial signal lines Ly1, Ly2, . . . Lyn. On the other hand, the signal line Lx1 in the X-axis direction,
A signal for specifying the X-axis direction and identifying each signal line in the X-axis direction is constantly transmitted to Lx2, . . . Lxn. For example, if the signal transmitted to each signal line is 8 bits, the information of the most significant bit specifies whether it is the X axis or the Y axis depending on whether it is a logic "1" or "0", and the other 7 bits Then, a coded signal that can identify which signal line (Lx1 or Ly1, Ly2 or Ly2, Lxn or Lyn) is transmitted to each corresponding signal line.

Although the signal line may specifically be a conductive line to convert the coded signal into an electrical signal and transmit it, various signal lines may be used as other methods. For example, information specifying the direction of a signal line or information identifying each signal line can be transmitted using a light beam such as a laser beam or infrared rays. In addition, the identification information and direction of each signal line are drawn on the road by painting or applying, and the information drawn on the road is optically detected to identify the signal line and its direction. can be detected. Alternatively, the signal lines can be identified by drawing lines on the road with paint of different colors for each signal line and detecting the color.

In addition, in order to make the explanation of this embodiment easier to understand, the case where the interval between each signal line is constant (l) is shown, but since the interval between each signal line varies depending on the road, it may be selected to an appropriate interval. Of course it's a good thing.

Now, for example, assume that the vehicle 10 travels along the Y-axis direction. When the vehicle 10 travels straight along the Y-axis direction, the vehicle 10 is connected to the signal line Lx
1, Lx2...Lxn are passed in this order. Therefore, the sensor 17 disposed at the front end of the vehicle 10 detects a coded signal specifying each signal line in the X-axis direction and supplies it to the type discrimination circuit 61. Accordingly, the type discrimination circuit 6
1 indicates the type of signal line (X-axis signal line or Y-axis signal line) that the vehicle has just passed based on the coded signal detected by the sensor 17, for example, the logic of the most significant bit of the coded signal. If the signal line is along the X-axis direction (that is, the signal line on the Y-axis), the encoded signal is given to the decoder 62. The decoder 62 decodes the coded signal, converts it into a position signal specified by a signal line along the X-axis direction (that is, a position on the Y-axis), and supplies the position signal to the accumulator 417 via an AND gate 66. . Note that the AND gate 66 is given a function signal of the X-axis element from a function circuit 65, which will be described later, but in this embodiment, it is assumed that the signal line in the X-axis direction is orthogonal to the signal line in the Y-axis direction. Therefore, when the signal lines Lx1 to Lxn are detected, the AND gate 66 is activated and the signal line Ly
When 1 to LYn is detected, the AND gate 67 is activated.

However, when the vehicle 10 travels diagonally as shown, the sensor 17 first detects the signal line Lx1,
Subsequently, signal lines Lx2, Ly3, and Lx3 are sequentially detected. The signal line detection signal (coded signal) of this sensor 17 is divided into types of X-axis elements and Y-axis elements by a type discrimination circuit 61 and given to a decoder 62 or 63. This decoder 63 is a signal line in the X-axis direction.
The current position P1 of the vehicle on the Y-axis while driving is determined by decoding the coded signals of Lx1, Lx2, and Lx3,
AND gate 66 as a signal representing P2, P4
It is fed to the accumulator 417 via. Also,
The decoder 63 decodes the coded signal on the signal line Ly3 in the Y-axis direction and supplies it to the accumulator 418 via the AND gate 67 as a signal representing the current position P3 of the vehicle on the X-axis while the vehicle is running.

Incidentally, the accumulator 417 receives a setting input of the starting point (starting point) of the vehicle on the X-axis from the manual setting device 414, and receives information about the travel distance from the starting point in the Y-axis direction given by the multiplication circuit 413. The relative X from the starting point is calculated based on this starting point information and the moving distance information on the
The position on the axis is determined, but since the position signal given from the decoder 62 is an absolute position signal on the road, the absolute position signal on the X axis given by the detection of signal lines Lx1 to Lxn is Prioritize and derive
It is given to the coordinate position display control circuit 421 as the X-axis correction element Xm. Similarly, the accumulator 418 prioritizes and derives the absolute signal on the Y-axis given from the decoder 63, and outputs the Y-axis correction element.
It is given to the coordinate position display control circuit 421 as Ym.

In the above description, the case where the signal lines in the X-axis direction and the Y-axis direction are orthogonal was explained, but the signal lines may be arranged so as to form a certain function (for example, Y=aX+b). In that case, the type discrimination circuit 6
1 determines the function type of the signal line and sends it to the decoder 6.
4, the decoder 64 decomposes the constants into constants a and b and supplies them to the function circuit 65. The function circuit 65 connects AND gates 66 and 67 based on the function of the signal line.
Activate appropriately, and as a result, AND gate 6
A position on a certain function is specified by the position signal derived from 6 and 67. Further, the arrangement of the signal lines may be based on various functions such as a circular function or a hyperbolic function centered on a certain point.

FIG. 8 is a diagram for explaining direction correction control, which is a feature of the present invention. In the figure, vehicle 10
First signal sources 8 are located on both left and right sides along the movement path 80 of the
1a, b, c and second signal sources 82a, b, c
are placed facing each other. These signal sources 81a, 82a, . . . are arranged facing east-west and north-south, respectively, and generate different code signals.

FIG. 9 is a concrete block diagram of the signal source. In the figure, since signal sources 81 and 82 are constructed in substantially the same way, only the signal source 81 will be explained here, and the signal source 82 will be simply shown in parentheses and its explanation will be omitted.

The pulse generator 811 constantly generates ultrashort wave pulses, and inputs the pulses to the modulator 812. Although this modulator 812 is not shown,
It is composed of an n-bit shift register, a gate circuit, etc. The input section 813 provides a code signal unique to the signal source 81, and uses this output to digitally set the n-bit shift register. The pulses from the pulse generator 811 are ANDed with the output of the shift register to be modulated by digitized numerical information, resulting in a coded pulse train. The input section 813 is built in from the beginning and is connected to the signal source 81.
However, for economical reasons when manufacturing other signal sources, the input section 813 may be created separately and used temporarily as a portable device that provides a code signal specific to the placement point to the transmitting section 814, which will be described later. It is better to install it.
The modulated and coded pulse train signal is input to the transmitter 814. This output is transmitted to the other signal source via a transmitting antenna (not shown).

Note that the signals generated from the signal sources 81 and 82 are not limited to radio waves, and may be light or ultrasonic waves.

FIG. 10 is a concrete block diagram of the azimuth correction signal generation control circuit which is a feature of the present invention. 1st
FIG. 1 is an illustrative diagram to help understand the azimuth correction control operation that is a feature of the present invention. Next, with reference to FIG. 4 and FIGS. 8 to 11, the specific configuration of the azimuth correction signal generation control circuit 70 will be explained.
The operation of the direction correction control will be explained.

Now, for example, a moving route 80 as shown in FIG.
Assume that the vehicle 10 travels in a direction at an angle θ from the reference direction (north) as shown in FIG. When the vehicle 10 travels in a direction at an angle θ from the reference orientation, the sensor 18 first detects a signal from the second signal source 82 . Although not shown, this sensor 18 includes a receiving section that receives a coded signal from a signal source 82 and a decoder that decodes the received output. This sensor 18 is a signal source 82
decodes the coded signal from
It is applied to flip-flop 703 through gate 702. Since this flip-flop 703 derives a set output from the first input and a reset output from the next input, it is set by the output of the sensor 18 that first detects the signal from the signal source 82. . The set output (high level) of flip-flop 703 is connected to AND gate 704.
is applied to the AND gate 704, and is inverted to low level and applied to the AND gate 705, which activates the AND gate 704.
to immobilize. Depending on the pulse generated by the pulse generator 15 or 16, the AND gate 7
04 to a counter 706 as a counting means, the counter 706 counts the number of pulses provided.

When the vehicle 10 travels a little, the sensor 17
detects the encoded signal from the first signal source 81 . This sensor 17 is configured in the same manner as the sensor 18 described above, and decodes the coded signal and supplies it to the first-come-first-served discrimination circuit 701.
Flip-flop 70 via OR gate 702
Give to 3. Flip-flop 703 is sensor 1
Since the output of 7 is the second signal, its output logic state is inverted, and a low level is derived from the set output terminal, and a high level is derived from the reset output terminal. Accordingly, AND gate 704 is disabled and AND gate 705 is enabled. Therefore, counter 706 is
detects the signal from signal source 82 and then sensor 1
7 calculates the number of pulses n that correlates to the traveling distance until detecting the signal from the other signal source 81, and provides the counted value n to the division circuit 707 via the AND gate 705. Also, flip-flop 70
The reset output of 3 is given as a reset signal to the counter 706 after a certain time delay determined by the timer 708.

The division circuit 707 includes a sensor interval setting section 7
A set value corresponding to the number of pulses generated by the pulse generator 15 when the vehicle 10 travels a distance corresponding to the sensor installation interval (fixed value) set in advance in 16.
nw is given. Therefore, the division circuit 707 divides the count value n of the counter 706 by the set value nw correlated to the sensor mounting interval (n/nw),
When θ' is the angle of the vehicle 10 with respect to 1,82, tan θ' is determined. This tanθ' is equal to the angle θ of the direction of travel with respect to the reference direction (north), so
Division value (n/nw) calculated by division circuit 707
That is, tanθ is given to the conversion circuit 709.
This conversion circuit 709 converts tan θ into angle θ, for example, at each address of the ROM (tan θ (0≦θ<
Set the antilogous number (tangent value) of each of
Read the angle θ of tanθ. At this time, the conversion circuit 7
The angle θ derived from 09 is the absolute value of the angle from the reference orientation, and since it is not clear whether the angle θ is positive or negative with respect to the reference orientation, it is given to the positive/negative discrimination circuit 710 for the purpose of determining whether it is positive or negative.

The first arrival determination circuit 701 receives the detection output of the sensor 17 and the detection output of the sensor 18, determines which one arrived first, and provides the first arrival determination output to the positive/negative determination circuit 710. The positive/negative determination circuit 710 determines whether the angle θ of the traveling direction with respect to the reference azimuth is positive or negative based on the first-come-first-served determination output.For example, when the sensor 17 provided on the right side of the vehicle 10 detects the signal source 81 first It is determined as negative (-), and when the sensor 18 provided on the left side detects the signal source 82 first, it is determined as positive (+). Therefore, vehicle 1
0 travels as shown in Fig. 6, sensor 1
8 detects the signal source 82 first, the positive/negative determining circuit 710 determines that it is positive (+), and sets the angle θ given by the conversion circuit 709 to +θ.

By the way, when the vehicle 10 travels along the route 80, tanθ is θ=90°;
As it approaches °, its antilog becomes very large. Therefore, in order to ignore the data when the vehicle travels along the route 80, it is necessary to limit the data within a certain range. Therefore, the output (+θ) of the positive/negative discrimination circuit 710 is given to the azimuth limiting circuit 711. The azimuth limiting circuit 711 controls the output of the positive/negative determining circuit 710 when the input (+θ) is less than or equal to the maximum angle (θ _n ) preset by the azimuth limit value setting unit 712 (that is, ±θ<θ _n ). It is applied to the adder circuit 713 as it is. This addition circuit 713 has a reference value θr (=0° or 180
゜) is given. For this reason, the addition circuit 71
3 is the addition of θr to the angle (+θ) (+θ+0°, +
θ+180°), and the added value of the two is given to the magnitude comparison circuit 715. The magnitude comparison circuit 715 calculates the angle of the traveling direction of the vehicle 10 (θ _{o -
1} ) and the two added values (+θ+0°, +θ+180°) given from the adder circuit 713, and correct the value (for example, +θ+0°) that is closer to the previous angle (θ _o-1 ). It is given to the accumulator 508 as an angle (θ _o ).

The accumulator 508 is given the current orientation information of the vehicle 10, but this information knows the orientation from the starting point, and the error increases as the distance from the starting point increases. Therefore, the accumulator 508 preferentially receives the traveling direction signal of the vehicle 10 derived from the direction correction signal generation control circuit 70, and thereby corrects the direction as described above.

As described above, according to this embodiment, signal sources that generate the same coded signals are placed opposite to each other on both the left and right sides of the path on which the moving object can travel, and the signals generated from these signal sources are When a vehicle passes a signal, the distance from when one of the sensors installed on the left and right sides of the vehicle detects one signal until the other sensor detects the other signal, and the installation interval of the sensors. Based on this, the direction of travel can be accurately detected. Further, since the signal source only needs to generate distinguishable coded signals in opposition to each other, there is no need to use a complicated and expensive signal source, and the equipment can be installed at a very low cost.

In addition, in the above-mentioned FIG. 11, an example was explained in which the signal sources were installed in the east-west direction, but for example, if the travel route extends in the east-west direction, it is also possible to place the signal sources that emit signals in the north-south direction. good.

Although not directly related to the present invention, as an application example of the present invention, different coded signals are used as signals for identifying the first and second signal sources 81a and 82a. In addition to using this information, it is also possible to include position information of the position where the signal source is located. As described above, according to the present invention, the same code signal is generated from both the left and right sides of the moving path of the moving object,
The distance traveled by the moving object is counted from when a code signal generated from either the left or right side of the moving object is detected until the code signal from the other side is detected, and the distance traveled is calculated based on the width of the moving object. Based on this, the deflection angle in the moving direction of the moving object is determined, the current direction is detected with high precision, and the current direction is displayed digitally or analogously on the display or corrected to the path recorded in advance on the recording medium. It can also be expressed in a relational manner. Moreover, since the same code signal is generated toward the moving object from both the left and right sides of the moving object, the signal source can be simplified.

[Brief explanation of the drawing]

FIG. 1 is a schematic plan view showing an example of a vehicle used for detecting a moving position in the present invention. FIG. 2 is a block diagram for detecting the distance traveled by a vehicle according to an embodiment of the present invention. FIG. 3 is a key layout diagram of a keyboard for setting the straight travel distance and turning angle used in the present invention. FIG. 4 is a block diagram for generating a current position signal of a vehicle from a starting point on coordinates according to a preferred embodiment of the present invention. FIG. 5a schematically shows a part of the road for the correction circuit, and FIG. 5b is an enlarged illustrative view of one area of FIG. 5a. FIG. 6 is a concrete block diagram of the position correction signal generation control circuit included in the present invention. FIG. 7 is an illustrative diagram to help understand position correction control. FIG. 8 is a diagram for explaining direction correction control, which is a feature of the present invention. FIG. 9 is a concrete block diagram of a signal source included in one embodiment of the present invention. FIG. 10 is a concrete block diagram of the azimuth correction signal generation control circuit which is a feature of the present invention. FIG. 11 is an illustrative diagram to help understand the azimuth correction control operation that is a feature of the present invention. In the figure, 10 is a vehicle (moving object), 15,
16 is a pulse generator, 17 and 18 are sensors, 50
is an arithmetic unit, 410, 411, 413, 415 is a multiplication circuit, 417, 418, 508 is an accumulator, 419 is a sine circuit, 420 is a cosine circuit, 7
0 indicates an azimuth correction signal generation control circuit, 81 a first signal source, 82 a second signal source, and 706 a counter.

Claims (1)

[Scope of Claims] 1. First and second signal sources that are disposed opposite to each other on both the left and right sides of a moving path along which a moving object moves, and that generate the same code signal, respectively; first and second detection means provided and each detecting a code signal generated from the first and second signal sources; generating a pulse each time the moving object moves a predetermined unit distance from the moving object; Pulse generating means, after the first or second detecting means detects the code signal and before the second or first detecting means detects the code signal, the pulse generating means derives a counting means for counting the pulses generated by the moving object; An azimuth signal generating device for a moving object, comprising arithmetic processing means for calculating a deflection angle in the traveling direction of the moving object with respect to the first and second signal sources based on the first and second signal sources.