1303184 九、發明說明 【發明所屬之技術領域】 本發明係關於具有下段行走面及上段行走面的遊戲機 之場域單元。 【先前技術】 公知有於設置於場域單元之下段行走面及上段行走面 Φ ’個別設置自走體及模型，藉由邊使自走體自走於下段行 走面邊利用磁力使自走體與模型互相吸引，使模型追從自 走體而行走之遊戲機（例如參照專利文獻1 )。該種遊戲 機中，於下段行走面，設置有用以成爲控制自走體的行走 方向、或進度的指標之誘導線、計測線等。 [專利文獻1 ]日本特開2 0 0 3 - 3 8 8 4 1號公報 【發明內容】 • [發明所欲解決之課題] 於前述之遊戲機中，因爲下段行走面之污垢、或異物 之附著而於自走體之行走控制產生錯誤，有定期檢查下段 行走面，因應需要而清掃的必要。但是，於下段行走面之 上方配置上段行走面之構造，係因爲隱藏下段行走面，而 無法有效率地進行其維護管理作業。於上段行走面之背面 側，設置對應自走體的供電面之狀況，針對其供電面的維 護管理有產生同樣之問題。 在此，本發明之目的係提供可有效率地進行設置有自 -5- 1303184 ^ 走體之下段行走面的維護管理的遊戲機之場域單元。 [用以解決課題之手段] 本發明的遊戲機之場域單元，係具備自走體行走之下 段行走面、及追從前述自走體之模型行走之上段行走面； 藉由具備：下部構造體，係設置有前述下段行走面；上部 構造體，係對於前述下部構造體可自由升降地組合，並設 • 置有上段行走面；及升降驅動裝置，係使前述上部構造體 升降；而解決前述之課題。 藉由本發明的場域單元，利用以升降驅動裝置使上部 構造體上升，使上段行走面之背面側與下段行走面之間的 空間擴大，藉此，可改善對下段行走面之檢修性。所以， 可有效率地進行下段行走面的維護管理作業。 於本發明之一形態中，於前述上部構造體，設置有對 向於前述下段行走面的供電面（20 )，並在使前述上部構 • 造體下降之狀態，設定前述上部構造體對下方的移動範圍 ，使前述自走體接觸於前述供電面亦可。藉由該形態，利 用使上部構造體下降，使供電面接觸自走體，可確實進行 對自走體之供電，另一方面，於下段行走面的維護管理作 業時，不拘泥於自走體之高度尺寸，使下段行走面與供電 面之間產生足夠之空間，可容易地檢查或清掃下段行走面 及供電面。 於本發明的一形態中，係在前述上部構造體上升之狀 態，於前述下段行走面與前述供電面之間，設定前述上部 -6 - 1303184 ★ 構造體對上方的移動範圍，使得作業者至 的空間產生亦可。藉由使上部構造體上升 係可將身體進入至下段行走面的內側（深 段行走面之檢查或清掃。 於本發明的一形態中，前述升降驅動 :油壓缸，係於前述下部構造體與前述上 使其動作方向朝上下方向可動而安裝；及 • 係對於該油壓缸供給油壓。藉由使用油壓 造體升降之致動器，可較簡單地構成升降 於本發明的一形態中，前述升降驅動 :複數之油壓缸，係於前述場域單元的周 置，並個別於前述下部構造體與前述上部 其動作方向朝上下方向可動而安裝；及油 對於各油壓缸供給油壓。藉由於場域單元 之油壓缸，於大型之場域單元中亦可使上 • 升降。 於本發明的一形態中，個別之前述下 構造體係可分割於同數之子單元亦可，於 子單元設置前述油壓缸亦可。藉此，對於 之力量均等分散而作用，於升降時，可減 的連結部分之負擔。. 於本發明的一形態中，前述油壓缸的 前述下部構造體或前述上部構造體中任一 的活塞桿，係經由對於另一方之構造體賦 少可伸進上半身 該程度，作業者 側），而進行下 裝置係亦可具備 部構造體之間， 油壓產生裝置， 缸作爲使上部構 驅動裝置。 裝置係亦可具備 圍隔開間隔而設 構造體之間，使 壓產生裝置，係 的周圍設置複數 部構造體圓滑地 部構造體及上部 其狀況，於每一 子單兀使油壓缸 輕附加於子單元 缸管，係安裝於 方，前述油壓缸 予裕度的調節器 1303184 ★ 裝置，而連結於該另一方之構造體亦可。藉由利用如此之 調節器裝置，使複數之油壓缸不相互干涉而動作’可使上 部構造體圓滑地升降。 [發明之效果] 如以上之說明，藉由本發明的場域單元，利用以升降 驅動裝置使上部構造體上升，使上段行走面之背面側與下 φ 段行走面之間的空間擴大，藉此，因爲可改善對下段行走 面之檢修性，可有效率地進行下段行走面的維護管理作業 【實施方式】 圖1係揭示組入關於本發明的一形態之遊戲機的遊戲 系統之槪略構成圖。遊戲系統1係用以實行賽馬遊戲者而 具備：經由通訊網路6而相互連接之複數之遊戲機2A、 • 2B、2C、與中央伺服器3、與維護伺服器4、與維護客戶 端5。於遊戲系統1中之遊戲機2A〜2C個別爲相同構成。 所以，以下，無特別區分必要時稱「遊戲機2」。再者， 於圖1揭示有3台之遊戲機2，但是，包含於遊戲系統i 之遊戲機2的台數並不限定於此。 中央伺服器3，係因應遊戲機2之要求，主要進行關 於遊戲資料之處理。維護伺服器4，係於自己之記憶部的 維護記憶部4 a ’記憶關於遊戲系統1之錯誤日誌資訊等之 維護的資料而管理。維護客戶端5，係例如，將遊戲系統 8- 1303184 ^ 1的維護設置於集中管理之維護服務部，利用記憶於維護 記憶部4 a之資料，進行關於遊戲系統1之維護的分析及 解析。於通訊網路6係作爲一例而使用網際網路。 遊戲機2，係設置於店舖，作爲與經濟上價値交換進 行遊戲之商用遊戲機。遊戲機2的筐體（遊戲機本體）10 係具備：場域單元1 1、與以包圍其場域單元1 i之方式， 配置之複數的遊戲站單元1 2…1 2、與配置於場域單元1 1 φ 之一端的監視器單元13。場域單元1 1，係提供對應圖8 所示之個別的自走車（自走體）3 0及競賽馬之模型3 1的 行走面1 8、1 9。於場域單元1 1上設置有複數之自走車3 〇 及模型31’藉由其等競爭而實現賽馬遊戲。遊戲站單元 1 2，係受理關於賽馬遊戲之玩家的各種操作之同時，實行 對玩家之遊技價値的付出等。監視器單元1 3係具備顯示 遊戲資訊等之主監視器13a。 圖2係場域單元1 1之立體圖、圖3係其側面圖。如 # 此等圖所示，場域單元1 1係具備：作爲下部構造體的基 座14、與作爲覆蓋於其基座14之上部的上部構造體之平 台1 5。基座1 4及平台1 5係皆爲組合鋼材之框體構造。於 基座14及平台15之上面係個別安裝有天板16、17。於基 座14之天板16的上面係設置有自走車30行走之下段行 走面18。另一方面，於平台15之天板17的上面係設置有 模型3 1行走之上段行走面1 9，於天板1 7之下面係設置有 對應自走車30之供電面20。 平台15係可對基座14自由升降地設置。圖2及圖3 -9- 1303184 係揭示平台1 5上升之狀態。於圖4及圖5揭示平台1 5下 降之狀態。再者，圖4係對應圖2之立體圖，圖5係對應 圖3之側面圖。平台1 5之升降範圍係如下所述。如圖5 所示，平台15係在下降至接觸基座14的承接部14a的狀 態，而下段行走面18與供電面20之間空出有空間SP。 此時之空間SP的高度Hd (參照圖5 )係成適合爲了收容 自走車30之値。另一方面，平台15上升時之空間SP的 φ 高度Hu (參照圖3 )，係擴大至至少作業者之上半身可進 入其空間SP的程度。作爲目標，高度Hu係確保400mm 以上爲佳。再者，爲了便利場域單元11的搬入及搬出， 如圖6所示，基座14及平台15係爲個別於前後方向可分 割的子單元14A〜14C、15A〜15C。基座14的天板16，係 配合子單元14A〜14C而3分割。子單元14A〜14C係例如 藉由螺栓等連結手段而互相接合。關於子單元15A〜15C 也相同。 ® 如圖2及圖3所示，於場域單元1 1係設置有用以上 下方向驅動平台15之平台驅動裝置（升降驅動裝置）21 。平台驅動裝置21係具備：複數之油壓缸（致動器）22 ，於場域單元11的周圍空出適宜之空間而配置、油壓產 生裝置23，作爲供給各油壓缸22油壓之動力源。油壓缸 22係以使活塞桿22a朝上方之方式來設置。油壓缸22之 數量係於個別之子單元14A〜14C兩側設置各1個，合計 設置有6個。但是，其個數並不限定於此。對於個別之子 單元14A〜14C係至少設置各1個油壓缸22爲佳。如圖7 -10- 1303184 ^ 所示，油壓缸22之缸管22b，係固定於基座14，活塞桿 22a之先端，係經由調節器裝置24而連結於平台15。所 以，藉由供給油壓至油壓缸22使活塞桿22a伸長，而平 台1 5將上升。 調節器裝置24係具備：調節器24a，固定於活塞桿 22a之先端、調節器承接部24b，固定於平台15。調節器 24a，係並不固定於調節器承接部24b而伴隨些許之裕度 φ 插入至調節器承接部24b。所以，允許油壓缸22之動作時 中之活塞桿22a的芯偏離，使複數之油壓缸22不互相干 涉而動作，可使平台1 5圓滑地升降。油壓產生裝置23， 係產生適用於以供給遊戲機2之電力驅動的油壓缸22之 油壓。油壓產生裝置23的動作，係藉由用以管理遊戲機2 之整體動作的主控制裝置1 00 (參照圖1 9 )而控制。 圖8係揭示天板1 6、1 7之剖面、與行走其之行走面 18、19的自走車30及模型31之圖。基座14之天板16係 # 以白色之樹脂板構成，於其上面之下段行走面1 8設置有 線薄片3 2，於線面設置有磁鐵（永久磁鐵）3 3。如圖9所 示，線薄片3 2係將用以誘導自走車3 0之複數條之誘導線 34，用以形成於下段行走面18上者。誘導線34係著色有 對天板16之底色（白）在可視光域具有對比的顏色（舉 例爲黑）。誘導線34之寬度Wg係誘導線34之相互節距 (間隔）Pg的1/2’作爲一例Wg = 6mm、Pg=12mm。如圖 1 〇所示，誘導線3 4係以形成周回路徑3 5之方式設置。周 回路徑3 5係接合誘導線3 4相互平行延伸之直線區間3 5 a -11 - 1303184 、與誘導線34爲半圓狀彎曲之彎道區間35b所構成。 嘴 直線區間35a及彎道區間35b之任一中，誘導線34的 度Wg及節距PTg爲一定。於彎道區間35b中的誘導線 之曲率中心C C係相互一致。 於遊戲機2中，誘導線3 4係被賦予作爲表示周回 徑3 5的跑道之作用。例如，最內周之誘導線3 4係相當 第1跑道，以下，以朝外周如第2跑道、第3跑道…之 φ 式，誘導線3 4與跑道號碼建立關聯。在遊戲機2，係藉 跑道號碼辨識周回路徑3 5之橫斷方向（與誘導線34垂 方向）中，自走車30的位置。自走車30，係只要無來 於主控制裝置1 〇〇之跑道變更指示，即以沿著對應現在 跑道之誘導線34行走之方式，控制自己的動作。再者 於圖10中，誘導線34之數量係有6條，但是，其數量 合在賽馬遊戲所應使用之馬的頭數，適切地變更亦可。 如圖9所示，磁鐵3 3係以S極與N極交互排列之 • 式配列。於直線區間35a中，磁鐵33係於橫斷方向延 之帶狀，在彎道區間3 5b係朝外周擴散之扇形。藉此， 下段行走面18，係S極與N極之邊界位置中，於周回 徑3 5之橫斷方向延伸的多數之磁性計測線3 6，係沿著 回路徑3 5之長邊方向重覆形成。磁性計測線3 6係利用 作爲表示於周回路徑35中之自走車30的位置或進度之 標。即，於遊戲機2中，係將周回路徑3 5上之特定位 (例如，於圖10之位置Pref)作爲基準，藉由磁性計 線3 6的條數管理周回路徑3 5之長邊方向的自走車3 0 於 寬 34 路 於 方 由 直 白 的 配 方 伸 於 路 周 於 指 置 測 之 -12- 1303184 ^ 進度。例如，自走車3 0位於從基準位置P r e f之第1 0 0條 的磁性計測線36上時，其自走車30之進度係作爲100而 在遊戲機2被認識。 於直線區間3 5 a中之磁性計測線3 6的節距（間隔） 係設定爲一定値PTm。以下，稱該節距PTm爲基準節距 。如圖1 1所示，於彎道區間35b中之磁性計測線36的節 距，係以於最內周的誘導線3 4中之磁性計測線3 6的節距 φ PTin與基準節距PTm —致之方式設定。所以，於彎道區 間3 5b中之磁性計測線36的節距係越朝外周越擴大。作 爲一例，基準節距PTm爲8mm時，最外周之誘導線中之 節距（最大節距）PTout係略30mm。 如圖1 0所示，於周回路徑3 5之適當位置（在圖示例 係直線區間3 5a之兩端部及彎道區間3 5b的頂點位置）， 係設置有絕對位置指示裝置3 7。如圖8所示，絕對位置指 示裝置3 7係具備設置於天板1 8之下面的指示燈3 8。指示 • 燈3 8係使用射出紅外線之紅外線LED。如圖9所示，指 示燈3 8係於各誘導線3 4之下面各設置1個，於1個指示 裝置3 7中，指示燈3 8係並排於周回路徑3 5的橫斷方向 。在指示燈3 8之正上，於天板1 8及磁鐵3 3個別設置有 開口部。又，誘導線3 4，係至少於指示燈3 8之正上中， 藉由透過紅外線之IR墨水所構成。 於周回路徑3 5之長邊方向中之指示燈3 8的位置，係 設定於磁性計測線3 6與磁性計測線3 6之空隙間。於從絕 對位置指示裝置3 7的各指示燈3 8所射出之紅外線，係重 -13- 1303184 - 疊於周回路徑3 5上之個別表示指示燈3 8的絕對位置及跑 道號碼的資料。即，絕對位置指示裝置3 7係作爲提供個 別表示於周回路徑3 5中之絕對位置及跑道的資訊之手段 而作用。此時，指示燈3 8的絕對位置係與使用磁性計測 線36之進度建立關聯亦可。例如，將位於基準位置Pref 之絕對位置指示裝置3 7的位置作爲進度0，由設置於從此 順時針回轉（或逆時針回轉）之第1 0 0條的磁性計測線3 6 Φ 與第1 〇 1條的磁性計測線3 6之間的指示燈3 8，係將進度 1 00作爲位置資訊送出亦可。但是，將來自於基準位置 Pref之絕對位置指示裝置37的個數，作爲位置資訊而從 指示燈3 8送出，利用遊戲機2的內部表格，將絕對位置 指示裝置37的個數置換爲進度亦可。 如圖8所示，自走車3 0係配置於下段行走面丨8與供 電面20之間，模型3 1係配置於上段行走面i 9上。於自 走車3 0之上部配置有磁鐵40。模型3 1係經由車輪3丨a而 ® 獨自站立在上段行走面19，但是，並不具有獨立之驅動手 段，在藉由自走車30的磁鐵40而吸引自走車30之狀態 ，以追從自走車3 0之方式行走於上段行走面1 9。即，於 上段行走面1 9中之模型3 1的行走，係經由自走車3 〇的 行走控制而實現。 圖12〜圖14係揭示自走車30的詳細構造。再者，圖 12及圖13之左右方向係相當於自走車30的前後方向。又 ’圖12及圖13之右方係對應自走車30的前方。如圖12 所不’自走車30係具備下部單元41A與上部單元41B。 -14- 1303184 ， 也如圖1 3所示，下部單元4 1 A係具備··一對驅動輪42， 用以自走於下段行走面1 8、一對電動機43，相互獨立驅 動驅動輪42、輔助輪44F、44R，個別配置於自走車30的 前端部3 0 a及後端部3 0 b。自走車3 0係藉由賦予電動機 43之回轉速度差，可使其移動方向變化。於下部單元41 a 係設置有於上下方向延伸之4支導引軸45，上部單元41B 係沿著其導引軸45而可升降地設置。於導引軸45係設置 # 有螺旋彈簧46，藉由其螺旋彈簧46的斥力，上部單元 41B係以其車輪47及供電刷48按壓至供電面20之方式 ，彈推至上方。供電刷48係藉由接觸供電面20，從筐體 10供給電力至自走車30。但是，圖12係平台15下降之 狀態，於平台1 5上升之狀態，供電面20係充分離開供電 刷48等。 如圖1 2所示，下部單元4 1A之前側的輔助輪44F， 係對驅動輪42僅配置於稍微偏離上方一點。又，上部單 • 元41B之前後也設置有輔助輪49F、49R，但是，後側之 輔助輪449R係配置爲較車輪47僅偏離下方些許。所以， 自走車30，係將驅動輪42作爲軸而可上下方向搖動，其 搖動係經由磁鐵40而傳達至模型3 1。藉此，競賽馬戲表 現出邊上下搖動邊奔跑的樣子。 如圖1 3所示，於自走車3 0之下面係設置有線感測器 5 0、絕對位置檢測感測器5 1及磁性感測器5 2。線感測器 50係爲了檢測誘導線34而設置，絕對位置檢測感測器5 1 係爲了檢測指示燈3 8之射出光而設置，磁性感測器52係 -15- 1303184 , 爲了檢測磁性計測線36而設置。 線感測器50係具備：一對發光部53，在自走車30之 前端部30a左右對稱地設置、受光部54，配置於其等發光 部5 3之間。發光部5 3係朝下段行走面1 8照射特定之波 長域的可視光，受光部5 4係接收來自於下段行走面1 8的 反射光。而使不錯誤檢測指示燈3 8之射出光，受光部54 之檢測波長域係限制於發光部53之射出的可視光之波長 φ 域。圖1 5及圖1 6係揭示線感測器5 0的詳細構造。發光 部5 3係對稱於將自走車3 0於左右方向兩等分之中心面 CP而設置，個別之射出方向係朝向傾斜內側。 受光部54係具備：感測器陣列55，以挾持中心面CP ，於自走車30之左右方向相等延伸之方式設置、與成像 鏡頭56，使藉由來自於下段行走面1 8之反射光所形成之 下段行走面1 8的像，於感測器陣列5 5上成像。感測器陣 歹[J 5 5，係例如將多數之CMO S受光元件，並排爲一列所 # 構成，將關於自走車30之左右方向之亮度分布，以誘導 線3 4之寬度Wg爲比而使用細微之解析能力來檢測。解 析能力，係例如，以將誘導線34之節距PTg的1.5倍寬 度，分成128點而檢測之方式設定。換句話說，中心面 C P位於誘導線3 4之寬度方向的中心時，將藉由其誘導線 3 4與鄰接於此之空白部分而構成之區域爲檢測區域，以 1 28點之解析能力檢測其檢測區域之方式，設定感測器陣 列55的解析能力。例如，誘導線34的節距PTg如爲 1 2mm，利用感測器陣列5 5之檢測寬度爲8mm，以1點爲 -16- 18 1303184 . 〇 · 1 4mm之解析能力檢測亮度分布。 成像鏡頭56係爲了將感測器陣列55從下段行走面 離開上方而設置。其理由是爲了抑制輔助輪44F、44R 位置的偏離所造成之自走車30的上下方向之搖動帶給 度分布的檢測精度之影響。 如圖1 3所示，絕對位置指示裝置51係具備配置於 走車3 0之中心面CP上的受光部5 8。絕對位置檢測感 φ 器5 1係接收由指示燈3 8所送出之紅外線，輸出對應包 其紅外線之絕對位置及跑道號碼的訊號。 磁性感測器52係具備於自走車30之前後方向以一 之一定節距PTms並排之檢測部60。再者，在以下所述 中，將檢測部60由自走車30之前端部30a數，有以#1 測部、#2檢測部…區別之狀況。各檢測部60，係檢測 下段行走面1 8中之磁性，輸出個別對應S極及N極的 號。例如，檢測部60，係於檢測出S極時輸出Low訊 • ，於檢測出N極時輸出High訊號。所以，藉由各檢測 60之訊號的反轉，可檢測出磁性計測線3 6。藉此，磁 感測器5 2係作爲計測線檢側手段而作用。如圖1 7 A所 ，檢測部60的個數及關於其等之前後方向之節距PTms 係與磁性計測線3 6之基準節距PTm建立關聯。即，檢 部60的節距PTms係設定爲磁性計測線3 6的基準節 PTm的1/2。換句話說，基準節距PTm係檢測部60的 距PTms的兩倍。檢測部60的個數，係其個數與檢測 60的節距PTms之積係設定爲：較彎道區間35b之最外 之 亮 白 測 含 定 之 檢 於 訊 號 部 性 示 ， 測 距 節 部 周 -17- 1303184 , 的節距（最大節距）PTout大。在圖示之例子係設定爲： 基準節距PTm爲8mm，最大節距PTout作爲30mm，檢測 部之節距PTms爲4mm，檢測部60的個數爲8個。 於圖17B揭示，磁性感測器52係沿著直線區間35a 之誘導線34、或彎道區間35b之第1跑道之誘導線34， 以速度Vact行走時之磁性感測器52的輸出訊號之一例。 假設在時刻tl，#1檢測部60係到達磁性計測線36，其輸 Φ 出訊號從Low反轉成High，在時刻t3，#1檢測部60係 到達下一條磁性計測線36，輸出訊號從High反轉成Low 。此時，在時刻tl〜t3之間的時刻t2，#2檢測部60之輸 出訊號係從Low反轉成High。#3檢測部60之輸出訊號係 在時刻t3從Low反轉成High，但是，因爲節距PTms爲 基準節距PTm之1/2，於同時刻，#1檢測部60之輸出訊 號亦反轉。所以，於圖17B之狀況，僅利用#1及#2之檢 測部60的輸出訊號，可以基準節距PTm 1/2的解析能力控 Φ 制自走車3 0的進度及速度。而無利用#3之後之檢測部60 的輸出訊號之必要。例如，將檢測部60之節距PTms除以 各檢測部60之輸出訊號的反轉時間間隔（tl〜t2、t2〜t3) ，算出自走車60的現在速度Vact，基於其現在速度Vact 與在遊戲上所要求之目標速度之差，控制自走車30的行 走時，僅利用# 1及#2的檢測部60之輸出訊號即可。 但是，於彎道區間35b中，自走車30行走第1跑道 以外的跑道時，因爲磁性計測線3 6的節距將較基準節距 PTm擴大而與圖17B狀況相異。藉由圖18A及圖18B說 -18- 1303184 4 明其之一例。於圖18A中，自走車30係於彎道區間35b 中’沿著第2跑道或較其更外側之跑道的誘導線3 4，以速 度Vact行走，假設於其跑道中之磁性計測線3 6的節距爲 PTx (但是，PM< PTxS PTout )。於此狀況，如圖18B所 示，從# 1檢測部6 0係到達磁性計測線3 6而其輸出訊號從 Low反轉成High之時刻tl，至#1檢測部60係到達下一 條磁性計測線36而輸出訊號從High反轉成Low之時刻 φ t6之前的時間間隔（tl〜t6 )係延至節距PTx的擴大份量 。另一方面，#2檢測部60之輸出訊號係從Low反轉成 High之時刻t2與時刻tl的時間間隔（tl〜t2 )係與圖17B 之狀況相同。爲此，如比較時刻11〜t2的時間間隔與時刻 t2〜t6的時間間隔，後者將會較大。所以，如從#1及#2之 檢測部60的輸出訊號的反轉時間間隔與檢測部60的節距 PTms，算出自走車30的現在速度Vact，於後者可取得之 速度係因PTms = PTm/2之前提條件不成立而含有誤差，如 • 利用此，將錯誤控制自走車3 0的速度。 另一方面，於圖18B中，時刻tl〜t6之間，#2〜#5檢 測部60係依序到達同樣的磁性計測線3 6，從時刻t2〜時 刻t5，其等之輸出訊號會反轉。時刻t2〜t5之各時間間隔 係與將檢測部60的節距PTms除以現在速度Vact之値一 致。在此，於圖18B之狀況，如利用#1〜#5之檢測部60 的輸出訊號，檢測現在速度Vact，將不會發生前述之速度 的檢測誤差。爲了使如此之速度檢測可於全部的跑道中實 行，如前述，將檢測部60的個數與節距PTms之積，設定 -19- 1303184 . 爲較彎道區間35b之最外周中的磁性計測線36之 距Ptout大即可。在前述之例，因爲檢測部60 PTms爲4mm，磁性計測線36的最大節距PTout 1 ，所以，如將檢測部60的個數設定爲8個即可滿 〇 接著，針對遊戲機2的控制系加以說明。圖： 示遊戲機2之控制系的槪略構成。遊戲機2係具備 • 制裝置1 00，控制遊戲機2之整體動作、與複數之 元1 〇 1，用以在其主控制裝置與自走車3 0之間通訊 與中繼裝置102，中繼通訊單元101與主控制裝置 間。主控制裝置1 00，係例如藉由個人電腦所構成 制裝置1 00，係遵從特定之遊戲程式控制在遊戲機 行之賽馬遊戲的進行或展開，經由通訊單元1 0 1指 走車3 0的進度及跑道。例如，於特定之單位時間 走車3 0應到達之進度及跑道號碼係從主控制裝置 • 示各自走車30。如前述，進度係藉由圖10之來自 位置Pref的磁性計測線3 6的數量而表現之値。自 係附加號碼（# 1、#2 )而個別管理。 又，主控制裝置1 00係如圖1所示，經由網路 中央伺服器3及維護伺服器4之間交換資訊。中 1 02，係例如可以交換集線器構成。如圖1 〇所示， 元1 〇 1係於周回路徑3 5的周圍空出一定之間隔而 通訊單元101的個數係雖然在圖示例爲1〇個，但 此等之通訊單元101只要可保護周回路徑35的全 最大節 的節距 I 3 0mm 足條件 19係揭 ••主控 通訊單 資訊、 100之 。主控 2所實 示各自 後，自 100指 於基準 走車30 6而在 繼裝置 通訊單 並排。 是，在 周，其 -20- 1303184 . 個數適宜變更亦可。通訊單元101與自走車30之間的通 訊係利用電波亦可，利用紅外線亦可。 圖20係揭示設置於自走車30的控制系。自走車30 的控制系係具備有自走車控制裝置1 1 0。自走車控制裝置 1 1 0係作爲具備微處理器之電腦單元而構成，遵從特定之 自走車控制程式而實行自走車3 0的行走控制、或主控制 裝置1 00之間的通訊控制。於自走車控制裝置1 1 〇，作爲 φ 爲了行走控制的輸入裝置，前述之線感測器5 0、絕對位置 檢測感測器5 1及磁性感測器52係經由未圖示之介面而連 接。進一步，於自走車控制裝置1 1 0，旋轉感測器1 1 1也 作爲輸入裝置而連接。旋轉感測器1 1 1係爲了檢測自走車 3 〇的姿勢，換句話說，即爲了檢測自走車3 0所面向之方 向而內藏於自走車3 0。旋轉感測器1 1 1，係檢測自走車3 〇 的旋回軸（作爲一例，爲通過驅動輪42的軸線與中心面 CP之交點的垂直軸線）之旋轉的角加速度，將其角加速 • 度積分2次而換算成角度變化量，將此輸出至自走車控制 裝置11 0。但是，從旋轉感測器1 1 1輸出角加速度，在自 走車控制裝置1 1 〇進行對角度變化量的換算亦可。 又，於自走車控制裝置110，係在與通訊單元101之 間用以進行資訊通訊之送訊部112及收訊部11 3經由通訊 控制電路1 1 4而連接。如前述，從主控制裝置1 00係以一 定之周期重覆賦予，指示遊戲中之自走車30的目標進度 及目標跑道的資訊。自走車控制裝置1 1 〇，係基於被賦予 之目標進度及目標跑道、與各種感測器50〜52、111之輸 -21 - 1303184 、 出訊號，運算自走車30之目標速度、方向補正量等，再 基於其等之結果，賦予電動機驅動電路1 15速度指示VL 、VR。電動機驅動電路1 1 5，係以可取得被賦予之速度指 示VL、VR之方式，控制對各電動機43之驅動電流或電 壓。 圖2 1係揭示利用自走車控制裝置1 1 0之自走車3 0的 行走控制之槪念。於圖21中係假設爲，自走車3 0之現在 φ 的進度爲ADcrt，從主控制裝置100所賦予之目標進度爲 ADtgt，跑道方向，即誘導線34之方向爲Dref，自走車 30所朝之方向爲Dgyr。自走車控制裝置1 10，係於自走 車30從現在之位置Pert至特定之時刻前，以在目標跑道 的中心線與目標進度ADtgt之交點，達到被賦予之目標位 置Ptgt，且於其目標位置Ptgt，自走車30的方向Dgyr與 跑道方向Dref —致之方式，控制電動機43的速度。即， 自走車控制裝置110，係因應現在的進度ADcrt與目標進 # 度ADtgt之間的進度不足量△ AD，增減各電動機43之驅 動速度之同時，自走車3 0係朝周回路徑3 5的橫斷方向， 僅移動作爲從現在位置Pert至目標跑道之中心線的距離所 賦予之跑道補正量△ Yamd，而且，自走車30的方向Dgyr ，係以於目標位置Ptgt中，僅補正作爲對跑道方向Dref 之現在的方向0 gyr之偏離量所賦予之方向補正量△ Θ amd之方式，控制電動機43間的速度比。 再者，因爲進度不足量△ AD係作爲磁性計測線3 6之 數量而賦予，在直線區間35a及彎道區間35b之任一狀況 -22- 1303184 ★ ，也可藉由從目標進度ADtgt減去現在的進度ADcrt而求 出。但是，於彎道區間3 5 b中，係因爲對應進度不足量△ AD之距離Ltr係藉由於周回路徑35的橫斷方向中自走車 3 〇的位置而變化，必須考慮此而控制速度。跑道補正量△ Yamd，係可從相當於自走車30現在所行走之跑道與目標 跑道之距離的跑道間隔Ychg，藉由減去自走車30的線在 位置Pert與現在跑道之偏離量△ Y而求出。目標跑道與現 φ 在的跑道一致時，即，於未有跑道變更指示時，跑道補正 量△ Yamd = Z\ Y。跑道方向Dref及自走車方向Dgyr，係將 從圖10之基準位置Pref之直進方向作爲絕對基準方向 Dabs，可作爲對應其絕對基準方向Dabs之角度0 ref、0 gyr而予以特定。於直線區間35a中，係0 ref=0°或180°。 於彎道區間35b中，於進度ADcrt中之誘導線34的接線 方向，係可將對絕對基準方向Dabs爲成角度，作爲0 ref 而予以特定。接線方向係藉由進度而定位爲一義，如爲同 ♦ 一進度，不問跑道而爲一定値。 圖22係自走車控制裝置丨1〇之功能區塊圖。自走車 控制裝置1 1 0係具備：遊戲資訊解析部丨20，解析從主控 制裝置100賦予之遊戲資訊，而辨識自走車3〇的目標進 度ADtgt及目標跑道、與進度計數器121，記憶自走車3〇 的現在之進度ADcrt、與進度管理部122，基於絕對位置 檢測感測器5 1及磁性感測器5 2之輸出，更新進度計數器 121之値之同時，運算自走車3〇的現在速度Vact、與跑 道計數器1 23 ’記憶自走車3 〇現在行走之跑道號碼、與跑 -23- 1303184 . 道管理部124，基於線感測器50及絕對位置檢測感測器 5 1之輸出，辨識自走車3 0行走之跑道，而更新跑道計數 器123之値，且檢測對應其跑道之自走車30的跑道偏離 量ΔΥ、與旋轉計數器125，記憶表示自走車30的方向之 角度0 gyr、與方向管理部126，基於旋轉感測器1 11之輸 出，辨識自走車30的角度0 gyr，而更新旋轉計數器125 之値。 • 又，自走車控制裝置110係具備：目標速度運算部 127，基於目標進度ADtgt、進度計數器12 1所記億之進度 ADcrt及跑道計數器123所記憶之跑道號碼，運算自走車 3〇的目標速度Vtgt、與速度設定部128，基於目標速度 Vtgt，設定自走車30的電動機42之驅動速度、與速度FB 補正部129，因應目標速度Vtgt及現在速度Vact而反饋 補正所設定之驅動速度、與跑道補正量運算部1 3 0，基於 跑目標跑道、跑道計數器123之跑道號碼及在跑道管理部 # 123所辨識之自走車30的跑道偏離量ΛΥ，運算自走車30 的跑道補正量△Yamd、與方向補正量運算部131，基於進 度計數器121及旋轉計數器125個別記憶之進度ADtgt及 角度0gyr，運算自走車30的方向補正量amd、與速 度比設定部133，基於跑道補正量△ Yamd及方向補正量 △ 0 amd，設定電動機43之間的速度比。以速度比設定部 133決定左右電動機43的速度指示VL、VR，此等指示係 個別輸出至圖2 0之電動機驅動電路1 1 5。進一步，於自走 車控制裝置1 1 〇係設置有基於線感測器5 0之輸出、進度 -24- 1303184 . 計數器121所記憶之進度ADcrt、及方向補正量運算 131所運算之方向補正量△ 0 amd，檢查誘導線34之線 度的線寬度檢查部1 3 6。 接著，參照圖23〜圖30而說明自走車控制裝置i 10 各部的處理。圖23係揭示進度管理部122的處理之流 圖。進度管理部122係監視磁性感測器52的輸出，管 進度計數器121之進度ADcrt，且運算自走車30的現在 φ 度V act。即，進度管理部122係於初始之步驟S101中 判斷磁性感測器52之#1檢測部60的輸出是否反轉，如 轉則在步驟S102將進度計數器121之値ADcrt加算1 在接下來之步驟S 1 0 3設定用以辨識檢測部號碼之變數 2。# 1檢測部60的輸出未反轉時，係跳過步驟s 102 S103。於接下來之步驟S104中，判斷檢測部60的 出是否反轉。反轉時前進至步驟 S1 05，運算現在速 Vact。現在速度 Vact，係將從上次之檢測部（#m-i ) • 的輸出反轉至這次之感測器的輸出反轉之時間間隔作 tact時，藉由將檢測部60的節距PTms除以其時間間 tact (作爲一例’圖17B之tl〜t2的時間間隔）而求出 即，Vact = PTms/tacto 算出現在速度Vact後，係在步驟S106將變數m力 1。在接下來之步驟S 1 07，係判斷絕對位置檢測感測器 是否檢測出絕對位置，即，判斷是否檢測出來自於指η 3 8的紅外線，如未檢測出則返回步驟S 1 0 1。另一方面 在步驟S 1 07，絕對位置檢測感測器5 1檢測出來自於 部 寬 之 程 理 速 5 反 爲 及 輸 度 60 爲 隔 算 5 1 燈 示 -25- 1303184 ， 燈3 8的紅外線時，以辨識編碼於其紅外線之進度資訊， 使辨識之進度與進度計數器121之進度ADcrt —致之方式 ，補正進度計數器121而返回步驟S101。在步驟S104, 未判斷#m之檢測部60的訊號時，係跳過步驟S 105及 S106而前進至步驟S107。 藉由以上之處理，#1檢測部60係每次計測磁性計測 線36則將進度計數器121之値ADcrt增加1。而且，其進 φ 度ADcrt，係藉由絕對位置檢測感測器5 1檢測出來自於絕 對位置指示裝置3 7的訊號而適切地補正。藉此，從進度 計數器121之値，可掌握關於周回路徑3 5的長邊方向之 自走車30的位置。又，自走車30的現在速度Vact，係自 走車30每移動磁性感測器52的檢測部60之節距PTms而 計算出。 圖24係揭示目標速度運算部1 27運算目標速度的順 序之流程圖。目標速度運算部127，係於初始之步驟S121 # 中，取得進度計數器121之値ADcrt，在接下來之步驟 S 1 22，係判斷進度計數器1 2 1是否從上次處理時而已更新 。如未更新則返回步驟S 1 2 1，已更新時則前進至步驟 S123。在步驟S123，係藉由從目標進度ADtgt減去進度 計數器値ADcrt而求出進度不足量AADC^ADtgt-ADcrt) 。在接下來之步驟S124，係從跑道計數器123取得現在 的跑道。 在接下來之步驟S125，係基於現在的進度ADcrt與 自走車3 0現在行走之跑道，推定於自走車3 0達到接下來 -26- 1303184 . 之進度前所應檢測之磁性感測器52的出反轉的回數（反 轉計算數）Nx。即，現在的進度ADcrt與接下來之進度 ADcrt+Ι之間的磁性計狐線36之節距PTx，除以檢測部 60之節距PTms之値（商），推定作爲反轉計算數Nx。 再者，於商產生小數點以下之尾數時係除去，藉由捨去或 四捨五入修整爲整數。跑道號碼係爲了將節距PTx予以特 定而使用。於自走車30行走直線區間35a及彎道區間35b • 之最內周的跑道時，圖9所示之基準節距PTm係成爲檢 測部60的節距PTx。另一方面，從進度ADcrt判斷自走 車60行走彎道區間35b時，從預先用意之表格等的資料 取得因應跑道號碼之節距PTx即可。 推定反轉計算數Nx後，係前進至步驟S126而計算出 反轉基準時間tx。如圖25所示，將自走車3 0從現在時刻 應達到目標進度ADtgt之時刻的殘留時間爲Trmn，假設 在其殘留時間Trmn內，磁性感測器52的各檢測部60之 # 輸出爲每一定時間tx而依序反轉時，殘留時間Trmn係藉 由時間tx與反轉計算數Nx與進度不足量△ AD之積而被 賦予。即，自走車3 0爲了於目標進度到達時刻達到目標 進度ADtgt，必須以檢測部60的輸出係於每一時間tx反 轉之速度，行走對應進度不足量△ AD之距離。從如此之 關，係反轉基準時間tx，係藉由將殘留時間Trmn除以反 轉計算數Nx與進度不足量△ AD之積所得之商（tx = Trmn/ (Nx - Δ AD ))而求出。換句話說，在每反轉基準時間 tx檢測出Nx次之輸出反轉時，進度則前進1，而如重覆 -27- 1303184 . 相當於進度不足量△ AD之次數，於目標進度到達時刻， 自走車30係爲到達目標進度ADtgt。再者，目標進度到達 時刻可作爲一例係爲，從遊戲機2之主控制裝置1 00賦予 下次之目標進度及目標跑道時刻或對其時刻賦予一定之遲 到時間的時刻。但是，目標進度到達時刻，係在同一競賽 所使用之全部的自走車3 0之間，有一致之必要。 回到圖24，計算出反轉基準時間tx後係前進至步驟 • S127，將檢測部60的節距PTms除以反轉基準時間tx之 商作爲目標速度Vtgt而求出。該目標速度Vtgt，係因爲 磁性感測器5 2的輸出以反轉基準時間tx之間隔而依序反 轉，將成所需要之自走車30的速度。在步驟S127求出目 標速度Vtgt後，返回步驟S121。所以，每於更新進度計 數器之値 ADcrt，進度不足量AAD亦更新，基於此時的 跑道數，推定反轉計算數Nx而求出目標速度Vtgt。即， 自走車30的進度每前進1次則目標速度Vtgt亦更新。 • 如圖22中所說明，目標速度運算部127所運算之目 標速度Vtgt，係賦予速度設定部128及速度FB補正部 129。速度設定部128係以可得到被賦予之目標速度Vtgt 之方式，設定電動機43的驅動速度，速度FB補正部129 係對其驅動速度，賦予因應目標速度Vtgt與現在速度 Vact之差的FB補正量。再者，利用速度差之微分値或積 分値而反饋控制速度，或藉由前饋控制提高速度之控制精 度、反應性等亦可。 圖26係揭示方向管理部126管理旋轉計數器125之 -28- 1303184 ， 値的順序之流程圖。方向管理部126，係於初始之步驟 S 1 4 1中，取得旋轉感測器丨1丨所輸出之角度變化量，在 接下來之步驟S142，係藉由於旋轉計數器125之値 Θ gyr 加算或減算角度變化量，更新旋轉計數器125之値0 gyr 。藉此，於旋轉計數器125係記憶有表示自走車30之現 在方向的角度0 gyr。再者，爲了使自走車30朝向絕對基 準方向Dabs時的旋轉計數器125之角度0 gyr爲〇。，在 ^ 適切之時序進行校正爲佳。其校正，係例如，藉由基於進 度計數器121之進度ADcrt及線感測器50之輸出，判斷 自走車30是否從基準位置Pref與跑道方向平行行走直線 區間35a，於平行行走時重設0 gyr爲0°而實現。如此之 校正係於賽馬遊戲之競賽中進行亦可，於競賽前之適切的 時序，例如，遊戲機2起動時亦可。 圖27係揭示方向補正量運算部131運算方向補正量 △ 0 amd的順序之流程圖。方向補正量運算部1 3 1，係於 Φ 初始之步驟S1 61中，取得進度計數器之値ADcrt，在接 下來之步驟S162辨別從進度ADcrt至基準方向的角度0 ref。如前述般，基準方向之角度0 ref，係與進度 ADcrt 建立關聯而定位爲一義，在直線區間35a，係0°或180°， 在彎道區間35b係誘導線34的接線方向。如將進度ADcrt 與基準方向Θ ref之對應關係預先儲存於表格等資料，即 可從進度計數器之値ADcrt直接判別基準方向角度0 ref。 在接下來之步驟S163，係取得旋轉計數器125之値0 gyr ，在下一步驟S164，係作爲方向補正量△ 0 amd (參照圖 -29- 1303184 • 21 )運算角度Θ ref及Θ gyr的差。之後，返回步驟sl61 。在此所求出之方向補正量Λ0 amd，係賦予速度比設定 部1 3 3之外，也賦予跑道管理部丨24及線寬度檢查部1 3 6 〇 圖2 8係揭示跑道管理部丨2 4的處理之流程圖。跑道 管理部1 2 4，係參照線感測器5 0的輸出與方向補正量△ 0 amd而求出自走車30的跑道偏離量ay(參照圖21)之 φ 同時，利用其跑道偏離量△ Υ管理跑道計數器1 23之値。 即，跑道管理部1 24，係於初始之步驟S〗8 1中，從方向 補正量運算部1 3 1取得方向補正量△ 0 amd，在接下來之 步驟S 1 82加入線感測器50的輸出而檢測跑道偏離量△ γ 。於圖2 9揭示線感測器5 0的輸出與跑道偏離量△ γ之關 係的一例。從線感測器5 0係輸出因應反射光強度之類比 訊號，但是，如將此以適當之閾値而二値化，可取得對應 誘導線3 4與其間的空白部分之矩形波。截自其矩形波之 9 線感測器5 0的檢測區域中心、與對應誘導線3 4之亮度値 範圍中心（跑道中心）的點數△ Ndot係對應跑道偏離量△ Y，如於其點數△ Ndot乘算1點的線寬度，可求出跑道偏 離量ΔΥ。但是，自走車30的方向係從基準方向Dref (參 照圖2 1 )偏離時，線感測器5 0也對與誘導線3 4直交之方 向傾斜，其結果，點數△ Ndot也因應傾斜而增加。爲此， 有從點數ANdot所求出之跑道偏離量ΛΥ乘上方向補正量 的餘弦値cOSA0amd而取得正確之跑道偏離量ΛΥ的必 要。爲此’在圖28之步驟S181，取得方向補正量A0 -30- 1303184 amd。再者，於圖29中，藉由將包含於對應誘導線34之 亮度値範圍的點數△ Ndot，利用△ 0 amd同樣地補正，可 檢測誘導線3 4的寬度Wg (參照圖9 )。 回到圖28，在步驟S 1 82檢測跑道偏離量△ Y後，係 前進至步驟S1 83，判斷自走車30是否移動至下個跑道。 例如，跑道偏離量△ Y較誘導線34的節距PTg的1/2大 時，可判斷自走車3 0移動至鄰接之跑道。或，比較於線 感測器50之中心的兩側個別檢測出之至誘導線34的距離 大小，其大小關係逆轉時，判斷跑道移動亦可。在步驟 S1 83，判斷移動至下個跑道時，更新跑道計數器123之値 爲對應下個跑道之値。在步驟S 1 8 3爲否定判斷時，則跳 過步驟S 1 8 4。 於接下來之步驟S 1 8 5中，判斷絕對位置檢測感測器 5 1是否檢測出絕對位置。如未檢測出絕對位置則返回步驟 S 1 8 1。另一方面，在步驟S 1 8 5，判斷檢測出絕對位置時 ，以辨識編碼於來自絕對位置指示裝置3 7的紅外線之跑 道號碼，使辨識之跑道號碼與跑道計數器1 23之値一致之 方式，補正跑道計數器123之値而返回步驟S181。於以 上之處理中所求出之跑道偏離量△ Y係賦予跑道補正量運 算部1 3 0。 圖3 0係揭示跑道補正量運算部1 3 0運算跑道補正量 △ Yamd的順序之流程圖。跑道補正量運算部1 3 0，係於 初始之步驟S201中，從遊戲資訊解析部120取得目標跑 道，在接下來之步驟S202，取得跑道計數器123之値（ -31 - 1303184 現在的跑道號碼），更在步驟S 2 0 3，取得來 管理部124之跑道偏離量AY。然後，在步驟 標跑道與現在的跑道是否一致。於一致時 S205，將跑道偏離量△ Y設定爲跑道補正量Z 回步驟S201。另一方面，在步驟S204跑道不 進至步驟S206，於跑道偏離量ΛΥ加算跑道f 參照圖21)之値作爲跑道補正量△Yamd而設 驟S201。跑道間隔Ychg，係藉由目標跑道與 之間的號碼差乘算誘導線34的節距PTg (參 取得。 藉由圖30的處理，於目標跑道自走車30 斷方向的距離係作爲跑道補正量△ Yamd而運 22中所說明，運算出之跑道補正量△ Yamd係 設定部1 3 3。速度比設定部1 3 3，係基於被賦 正量△ Yamd及方向補正量Λ0 amd，決定於霄 φ 應產生之速度比，因應其速度比，使從速度 1 29賦予之驅動速度增加或減少，決定對左右 的速度指示VL、VR。此時，以於各電動機43 速度比之速度差，且合成其等速度所取得之驅 速度FB補正部129賦予之驅動速度一致之戈 度指示VL、VR。所產生之速度指示VL、VR 所示之電動機驅動電路1 1 5。藉由以從其等 1 1 5指示之速度驅動電動機43，自走車3 0伤 時刻到達目標進度 ADtgt，且其方向 Dgyr 自步驟跑道 S204判斷目 前進至步驟 ^ Yamd而返 :一致時係前 g 隔 Ychg ( :定並返回步 1現在的跑道 照圖1 0 )所 應移動之橫 算。如於圖 丨賦予速度比 ，予之跑道補 t動機43間 FB補正部 之電動機4 3 係產生因應 動速度與從 式’產生速 係賦予圖1 9 之驅動電路 :以於特定之 與基準方向 -32- 1303184 „ Dref —致之方式被控制。再者，利用跑道補正量△ Yamd 及方向補正量△ 0 amd的微分値、積分値、以旋轉感測器 1 1 1檢測出之角加速度，反饋控制或前饋控制速度比，提 高對目標跑道之追從及方向補正之控制精度、反應性等亦 可 〇 藉由以上說明之一連的處理，自走車30的進度係每 增加1則自走車30被賦予目標速度Vtgt，而且，因爲自 φ 走車30的現在速度Vact係每於自走車30移動相當檢測 部60的節距PTms時而逐次運算，所以可迅速且有高精度 第控制自走車3 0的速度。進一步，因爲於磁性感測器5 2 設置有可涵蓋磁性計測線3 6的最大節距PTms之個數的檢 測部60，即使自走車3 0行走彎道區間3 5b中任一跑道， 可不拘磁性計測線36的節距PTx而可以因應節距PTms 之高解析能力檢測出現在速度Vact。所以，可抑制利用現 在速度Vact之速度控制的誤差爲較小，並有效果地抑制 φ 自走車30行走彎道區間35b時之速度的變動。 又，設置旋轉感測器1 1 1而檢測出自走車3 0的方向 ，因爲將其方向與目標跑道的方向之偏離作爲方向補正量 △ 0 amd而賦予速度比設定部1 3 3，所以，基於僅基於線 感測器5 0的輸出，與控制自走車3 0的橫斷方向之位置及 方向之狀況比較，控制精度係提高。進一步，利用旋轉感 測器1 1 1的輸出，辨識角度變化量、角速度的變化或角加 速度，藉由將其等物理量利用於自走車3 0的方向控制， 成爲可使自走車3 0更圓滑且迅速地收束於目標跑道，並 -33- 1303184 - 使其面向方向正確且迅速地一致。 進一步，可直接從旋轉感測器1 1的輸出辨識對應自 走車3 0的方向目標之方向補正量△ 0 amd，於利用線感測 器50的輸出之跑道偏離量△ Y的辨識中，利用其方向補 正量△ 0 amd而可正確地檢測出偏離量△ Y。所以，可提 高自走車3 0的跑道追從精度或往目標跑道之移動控制的 精度。 φ 圖3 1係揭示線寬度檢查部1 3 6中之處理之流程圖。 線寬度檢查部1 3 6，係於圖3 1初始之步驟S22 1中，取得 進度計數器121之値ADcrt，在接下來之步驟S222，係取 得跑道計數器123之値，更於步驟S223取得方向補正量 △ Θ amd。在接下來之步驟S224，係從線感測器50的輸 出運算現在的跑道中的線寬度。如圖29中所說明，爲了 求出線寬度，從線感測器50的輸出求出點數△ Ndot而乘 算1點的線寬度，賦予此因應方向補正量△ 0 amd之補正 φ 即可。在接下來之步驟S225，判斷運算之線寬度是否爲 特定之容許範圍內，如爲容許範圍內則返回步驟S221。 另一方面，線寬度超過容許範圍時則前進至步驟S226， 將檢測出之線寬度與檢測位置，即進度計數器之値ADcrt 及跑道計數器之値建立關聯的資料作爲線寬度檢查資料而 記憶於自走車控制裝置1 1 〇的記憶裝置，之後返回步驟 S 221。線寬度的容許範圍，係考慮誘導線34的線寬度對 於原本的線寬度W g藉由增加或減少所致之自走車3 0的 行走控制之錯誤的發生頻率而界定即可。例如，誘導線34 -34- 1303184 . 之原本的寬度Wg爲6mm，如實際的線寬度在±2mm以內 而自走車3 0的行走控制於實用上不發生障害時，將行走 控制設定爲4〜8 mm即可。 藉由進行以上之處理，可檢測出起因於下段行走面1 8 的污垢、異物的混入、誘導線34的剝落等之誘導線34的 外觀上的寬度之增加或減少。或者，作爲誘導線而被錯誤 地檢測出之線狀的污垢、傷痕等之發生也可作爲線寬度的 φ 異常而檢測出。又，利用記憶之資料，藉由周回路徑3 5 中之進度及跑道，可將線寬度的異常部分予以特定。在本 形態係因爲於跑道偏離量△Y的檢測、現在的跑道之判斷 、跑道補正量△ Yamd的運算中，因爲參照線感測器50的 輸出，所以，於誘導線34的寬度因污垢等而變化之狀況 ，因其影響對自走車30的誘導線34之追從性惡化，跑道 變更時之動作有產生錯誤動作之虞，爲此有定期檢查、清 掃下段行走面1 8之必要。關於如此之作業，可有效活用 φ 線寬度檢查部1 3 6作成之資料。 再者，於前述將點數△ Ndot換算成線寬度，但是，利 用將點數△ Ndot以角度△ 0 amd補正之値，判斷線寬度是 否於容許範圍內亦可。省略角度補正而藉由點數△ Ndot判 斷是否於容許範圍內亦可。例如，進行限制自走車3 0的 方向補正量△ 0 amd於一定之範圍的行走控制時，預先求 出對應其方向補正量△ 0 amd爲最大値時之誘導線寬度 Wg的線感測器5 0上之點數△ Ndot，於檢測出之點數超過 此時，判斷超過容許範圍亦可。該狀況係也不需要利用方 -35- 1303184 ， 向補正量△ Θ amd之傾斜補正。另一方面，關於線寬度的 下限値，將相當於自走車3 0沿著誘導線3 4而直線前進時 之線寬度Wg的檢測點數作爲基準，所檢測出之點數△ Ndot較其基準値少時，判斷線寬度未至容許範圍亦可 利用線寬度檢查部1 3 6之線寬度的檢查，係於賽馬遊 戲之競賽中隨時實行亦可，於競賽之外的適宜之時期實行 亦可。例如，於競賽未進行之適當的時期，從主控制裝置 φ 1 〇 〇指示線寬度檢查的實行，藉由自走車3 〇沿著周回路徑 3 5以特定之行走模式行走，而實施線寬度檢查亦可。在前 述之形態，將從線感測器5 0輸出之訊號二値化，辨識行 走面1 8之黑色部分及白色部分，但是，從線感測器5 0輸 出類比訊號波形，將此例如檢測出以256階調數位化而白 或黑以外之著色部分，將其著色部分作爲污垢識別亦可。 接著，說明關於活用藉由線寬度檢查部1 3 6所取得之 線寬度檢查資料的適宜形態。自走車3 0，係因爲不具有顯 φ 示線寬度檢查資料之功能，將其資料從自走車3 0傳送至 主控制裝置100，更藉由因應需要而經由網路6傳送至維 護伺服器4等，可有效活用線寬度檢查資料。以下揭示其 活用方法。 圖3 2係揭示從自走車3 0傳送線寬度檢查資料至主控 制裝置1 〇〇的順序之流程圖。自走車控制裝置1 1 0 ’係在 步驟S24 1判斷是否爲線寬度檢查資料之送訊時期’於判 斷爲送訊時期時，前進至步驟S242，將線寬度檢查資料 向主控制裝置1 0 0傳送。另一方面，主控制裝置1 0 0係在 -36-1303184 IX. Description of the Invention [Technical Field] The present invention relates to a field unit of a gaming machine having a lower traveling surface and an upper traveling surface. [Prior Art] It is known to set the self-propelled body and the model in the lower walking surface and the upper running surface Φ of the field unit, and use the magnetic force to make the self-propelled body by self-propelled self-propelled body while walking on the lower walking surface. A game machine that attracts the model and moves the model to follow the self-propelled body (for example, refer to Patent Document 1). In this type of game machine, a guide line, a measurement line, and the like which are useful as an index for controlling the traveling direction of the self-propelled body or the progress are provided on the lower running surface. [Patent Document 1] Japanese Patent Laid-Open Publication No. 2000-A No. 2, No. 2, No. 2, the disclosure of the present invention, and the object of the invention, in the game machine described above, because of the dirt or foreign matter of the lower running surface The walking control attached to the self-propelled body produces an error, and it is necessary to periodically check the lower walking surface and clean it as needed. However, the structure in which the upper running surface is disposed above the lower traveling surface is because the lower running surface is hidden, and the maintenance management operation cannot be performed efficiently. On the back side of the upper walking surface, the condition of the power supply surface corresponding to the self-propelled body is set, and the same problem arises for the maintenance management of the power supply surface. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a field unit that can efficiently perform maintenance management of a gaming machine provided with a walking surface from the lower side of the -5 - 1303184 ^. [Means for Solving the Problem] The field unit of the game machine according to the present invention includes a walking surface of the lower self-propelled body traveling and a traveling surface that follows the model of the self-propelled body; The upper body is provided with the lower running surface; the upper structure is configured to be capable of freely lifting and lowering the lower structure, and is provided with an upper running surface; and a lifting drive device for raising and lowering the upper structure; The aforementioned issues. According to the field unit of the present invention, the upper structure is raised by the elevation driving device, and the space between the back side and the lower running surface of the upper running surface is enlarged, whereby the repairability to the lower running surface can be improved. Therefore, the maintenance management of the lower walking surface can be performed efficiently. In one aspect of the present invention, the upper structure is provided with a feeding surface (20) facing the lower running surface, and the upper structure is set to a lower side in a state where the upper structure is lowered. The moving range may be such that the self-propelled body contacts the power supply surface. According to this configuration, the upper structure is lowered, and the power supply surface is brought into contact with the self-propelled body, so that the power supply to the self-propelled body can be surely performed. On the other hand, the maintenance operation of the lower traveling surface is not limited to the self-propelled body. The height dimension allows sufficient space between the lower walking surface and the power supply surface to easily inspect or clean the lower walking surface and the power supply surface. According to an aspect of the present invention, in a state in which the upper structure is raised, a movement range of the upper portion -6 - 1303184 ★ structure is set between the lower running surface and the power feeding surface, so that the operator The space is also generated. By raising the upper structure, the body can be moved to the inside of the lower running surface (inspection or cleaning of the deep running surface. In one aspect of the invention, the lifting drive: the hydraulic cylinder is attached to the lower structure) And the above-mentioned operation direction is movable in the vertical direction, and the hydraulic pressure is supplied to the hydraulic cylinder. By using the actuator that hydraulically lifts and lowers, it is possible to easily raise and lower one of the present invention. In the above aspect, the plurality of hydraulic cylinders are mounted on the circumference of the field unit, and are separately movable in the vertical direction in the operation direction of the lower structure and the upper portion; and oil for each hydraulic cylinder The hydraulic pressure is supplied by the hydraulic cylinder of the field unit, and can be lifted up and down in a large field unit. In one aspect of the present invention, the individual lower structural system can be divided into subunits of the same number. The hydraulic cylinder may be provided in the subunit, whereby the force is uniformly dispersed, and the load of the connecting portion may be reduced during the ascending and descending. In one aspect of the present invention, The piston rod of any of the lower structure or the upper structure of the hydraulic cylinder may be extended to the upper body by the amount of the other structure, and the lower side may be extended to the upper body. The hydraulic structure is provided between the partial structures, and the cylinder is used as the upper structure driving device. The apparatus may be provided with a space between the structures, and the pressure generating device may be provided with a plurality of structurally smooth structures and an upper portion around the structure, and the hydraulic cylinder is lightly used in each sub-unit. The sub-unit cylinder tube is attached to the side, and the hydraulic cylinder of the hydraulic cylinder is provided with a regulator 1303184. By using such a regulator device, the plurality of hydraulic cylinders are operated without interfering with each other', and the upper structure can be smoothly raised and lowered. [Effects of the Invention] As described above, in the field unit of the present invention, the upper structure is raised by the elevation driving device, and the space between the back side of the upper running surface and the lower φ section running surface is enlarged. Since the maintenance of the lower running surface can be improved, the maintenance management operation of the lower traveling surface can be performed efficiently. [Embodiment] FIG. 1 is a schematic diagram showing a game system incorporated in a game machine relating to one aspect of the present invention. Figure. The game system 1 is provided with a plurality of game machines 2A, 2B, 2C, a central server 3, a maintenance server 4, and a maintenance client 5 connected to each other via a communication network 6. The game machines 2A to 2C in the game system 1 are individually configured the same. Therefore, in the following, "game machine 2" is called when there is no special distinction. Further, although three game machines 2 are disclosed in FIG. 1, the number of game machines 2 included in the game system i is not limited to this. The central server 3 mainly deals with the processing of game data in response to the requirements of the game machine 2. The maintenance server 4 is managed by the maintenance memory unit 4 a ' in the memory unit of the own memory unit for storing information on the maintenance of the error log information of the game system 1. The maintenance client 5 is, for example, installed the maintenance of the game system 8- 1303184 ^1 in the centralized maintenance service unit, and analyzes and analyzes the maintenance of the game system 1 by using the data stored in the maintenance memory unit 4a. The Internet is used as an example in the communication network 6 system. The game machine 2 is installed in a store as a commercial game machine that is exchanged for economical price. The casing (game machine main body) 10 of the game machine 2 includes a field unit 1 1 and a plurality of game station units 1 2...1 2 arranged and arranged so as to surround the field unit 1 i The monitor unit 13 of one end of the domain unit 1 1 φ. The field unit 1 1 provides the walking faces 18, 19 corresponding to the individual self-propelled vehicles (self-propelled bodies) 30 and the model 3 of the racing horse shown in Fig. 8. A plurality of self-propelled vehicles 3 〇 and a model 31' are disposed on the field unit 1 1 to achieve a horse racing game by their competition. The game station unit 1 2, while accepting various operations of the player of the horse racing game, performs the payment of the player's skill price. The monitor unit 13 is provided with a main monitor 13a that displays game information and the like. 2 is a perspective view of the field unit 1 1 and FIG. 3 is a side view thereof. As shown in the drawings, the field unit 11 includes a base 14 as a lower structure and a platform 15 as an upper structure covering the upper portion of the susceptor 14. Both the pedestal 1 4 and the platform 1 5 are frame structures of the combined steel. The top plates 16, 17 are individually mounted on the base 14 and the platform 15. On the upper surface of the slab 16 of the base 14, a walking path 18 is provided which is carried by the self-propelled vehicle 30. On the other hand, on the upper surface of the slab 17 of the platform 15, a model 3 1 is provided, and the upper surface of the slab 19 is provided with a power supply surface 20 corresponding to the self-propelled vehicle 30. The platform 15 is detachably provided to the base 14. Figure 2 and Figure 3-9- 1303184 reveal the state of the platform 1 5 ascending. The state in which the platform 15 is lowered is shown in Figs. 4 and 5. 4 is a perspective view corresponding to FIG. 2, and FIG. 5 is a side view corresponding to FIG. The lifting range of the platform 15 is as follows. As shown in Fig. 5, the platform 15 is lowered to the state of the receiving portion 14a of the contact base 14, and a space SP is left between the lower running surface 18 and the power supply surface 20. The height Hd (see Fig. 5) of the space SP at this time is suitable for accommodating the self-propelled vehicle 30. On the other hand, the φ height Hu (see Fig. 3) of the space SP when the platform 15 ascends is expanded to the extent that at least the upper body of the operator can enter the space SP. As a target, the height Hu system is preferably more than 400 mm. Further, in order to facilitate the loading and unloading of the field unit 11, as shown in Fig. 6, the susceptor 14 and the stage 15 are subunits 14A to 14C and 15A to 15C which are individually separable in the front-rear direction. The top plate 16 of the susceptor 14 is divided into three by the subunits 14A to 14C. The subunits 14A to 14C are joined to each other by, for example, a connecting means such as a bolt. The same applies to the subunits 15A to 15C. As shown in Fig. 2 and Fig. 3, the field unit 1 1 is provided with a platform driving device (elevating driving device) 21 for driving the platform 15 in the lower direction. The platform driving device 21 includes a plurality of hydraulic cylinders (actuators) 22, and is disposed around the field unit 11 so as to be disposed in a suitable space, and the hydraulic pressure generating device 23 is provided as a hydraulic pressure for supplying the hydraulic cylinders 22. Power source. The hydraulic cylinder 22 is provided such that the piston rod 22a faces upward. The number of hydraulic cylinders 22 is one on each side of the individual subunits 14A to 14C, and a total of six are provided. However, the number is not limited to this. It is preferable that at least one hydraulic cylinder 22 is provided for each of the individual subunits 14A to 14C. As shown in Fig. 7 - 10303184, the cylinder tube 22b of the hydraulic cylinder 22 is fixed to the base 14, and the tip end of the piston rod 22a is coupled to the platform 15 via the regulator device 24. Therefore, the piston rod 22a is extended by supplying the oil pressure to the hydraulic cylinder 22, and the platform 15 will rise. The regulator device 24 includes a regulator 24a that is fixed to the tip end of the piston rod 22a and the regulator receiving portion 24b, and is fixed to the stage 15. The adjuster 24a is not fixed to the adjuster receiving portion 24b with a slight margin φ inserted into the adjuster receiving portion 24b. Therefore, the core of the piston rod 22a during the operation of the hydraulic cylinder 22 is allowed to deviate, so that the plurality of hydraulic cylinders 22 do not interfere with each other, and the platform 15 can be smoothly raised and lowered. The hydraulic pressure generating device 23 generates an oil pressure suitable for the hydraulic cylinder 22 driven by the electric power supplied to the gaming machine 2. The operation of the hydraulic pressure generating device 23 is controlled by the main control device 100 (see Fig. 19) for managing the overall operation of the game machine 2. Fig. 8 is a view showing the cross section of the slabs 66, 17 and the self-propelled vehicle 30 and the model 31 on which the running faces 18, 19 are walking. The slab 16 of the susceptor 14 is formed of a white resin plate, and a lower sheet 3 2 is provided on the lower surface of the running surface 18, and a magnet (permanent magnet) 3 3 is provided on the line surface. As shown in Fig. 9, the wire sheet 3 2 is used to induce a plurality of guide lines 34 of the self-propelled vehicle 30 for forming on the lower running surface 18. The line of inducement 34 is colored with a contrasting color (for example, black) for the background color (white) of the skyboard 16 in the visible light field. The width Wg of the induction line 34 is 1/2' of the mutual pitch (interval) Pg of the induction line 34 as an example of Wg = 6 mm and Pg = 12 mm. As shown in FIG. 1A, the induction line 34 is disposed in such a manner as to form a circumferential path 35. The circumferential path 3 5 is a linear section 3 5 a -11 - 1303184 in which the joint induction lines 3 4 extend in parallel with each other, and a curved section 35b in which the induction line 34 is semicircularly curved. In any of the straight line section 35a and the curve section 35b, the degree Wg of the induction line 34 and the pitch PTg are constant. The center of curvature C C of the induction line in the curve section 35b coincides with each other. In the gaming machine 2, the guidance line 34 is given the role of a track representing the circumferential path 35. For example, the innermost induction line 34 is equivalent to the first runway, and hereinafter, the induction line 34 is associated with the runway number in the form of φ toward the outer circumference such as the second runway and the third runway. In the gaming machine 2, the position of the self-propelled vehicle 30 in the traverse direction of the circumferential path 35 (the vertical direction of the guidance line 34) is identified by the runway number. The self-propelled vehicle 30 controls its own movement as long as there is no runway change instruction from the main control unit 1 , that is, walking along the induction line 34 corresponding to the current runway. Further, in Fig. 10, the number of the induction lines 34 is six, but the number of the horses to be used in the horse racing game may be changed as appropriate. As shown in Fig. 9, the magnet 3 3 is arranged in such a manner that the S pole and the N pole are alternately arranged. In the straight section 35a, the magnet 33 is formed in a strip shape extending in the transverse direction, and is curved in the curved section 3 5b toward the outer circumference. Thereby, in the lower traveling surface 18, among the boundary positions of the S pole and the N pole, a plurality of magnetic measurement lines 36 extending in the transverse direction of the circumferential return path 35 are heavy along the longitudinal direction of the return path 35. Overlay formation. The magnetic measurement line 3 6 is used as a target for the position or progress of the self-propelled vehicle 30 indicated in the circumferential path 35. That is, in the gaming machine 2, the specific position of the circumferential path 35 (for example, the position Pref in FIG. 10) is used as a reference, and the long side direction of the circumferential path 35 is managed by the number of the magnetic meter lines 36. The self-propelled car 3 0 Yu Kuan 34 road in the square by the straight white formula stretched on the road week at the finger test -12 - 1303184 ^ progress. For example, when the self-propelled vehicle 30 is located on the magnetic measurement line 36 of the first position from the reference position P r e f , the progress of the self-propelled vehicle 30 is recognized as 100 in the gaming machine 2. The pitch (interval) of the magnetic measurement line 36 in the straight section 3 5 a is set to be constant 値 PTm. Hereinafter, the pitch PTm is referred to as a reference pitch. As shown in Fig. 11, the pitch of the magnetic measurement line 36 in the curve section 35b is the pitch φ PTin and the reference pitch PTm of the magnetic measurement line 36 in the innermost induction line 34. - the way to set. Therefore, the pitch of the magnetic measurement line 36 in the curve region 35b increases toward the outer circumference. As an example, when the reference pitch PTm is 8 mm, the pitch (maximum pitch) PTout in the outermost lead line is slightly 30 mm. As shown in Fig. 10, an absolute position indicating device 37 is provided at an appropriate position of the circumferential path 35 (in the illustrated example, both end portions of the straight section 35a and the vertex position of the curved section 35b). As shown in Fig. 8, the absolute position indicating device 37 has an indicator lamp 38 disposed under the top plate 18. Indication • Lamp 3 8 uses an infrared LED that emits infrared light. As shown in Fig. 9, the indicator lamp 38 is disposed one below each of the induction lines 3 4, and in one indicator device 37, the indicator lamps 38 are arranged side by side in the transverse direction of the circumferential path 35. On the front side of the indicator lamp 38, an opening portion is provided in each of the top plate 18 and the magnet 3 3 . Further, the induction line 34 is formed at least in the upper side of the indicator lamp 38, and is formed by IR ink which transmits infrared rays. The position of the indicator lamp 38 in the longitudinal direction of the circumferential path 35 is set between the gap between the magnetic measurement line 36 and the magnetic measurement line 36. The infrared rays emitted from the respective indicator lamps 38 of the absolute position indicating device 37 are -13 - 1303184 - the information indicating the absolute position of the indicator lamp 38 and the running lane number superimposed on the circumferential path 35. That is, the absolute position indicating means 37 functions as means for providing information indicating the absolute position and the runway in the circumferential path 35. At this time, the absolute position of the indicator lamp 38 is also associated with the progress of using the magnetometer line 36. For example, the position of the absolute position indicating device 37 at the reference position Pref is taken as the progress 0, and the magnetic measuring line 3 6 Φ and the first 设置 which are disposed in the first clockwise rotation (or counterclockwise rotation) therefrom The indicator light 3 8 between the magnetic measurement lines 3 of one is sent as the position information by the progress 100. However, the number of absolute position indicating devices 37 from the reference position Pref is sent from the indicator lamp 38 as position information, and the number of the absolute position indicating devices 37 is replaced with the progress by the internal table of the gaming machine 2. can. As shown in Fig. 8, the self-propelled vehicle 30 is disposed between the lower traveling surface 8 and the power supply surface 20, and the model 3 1 is disposed on the upper traveling surface i9. A magnet 40 is disposed above the self-propelled vehicle 30. The model 3 1 stands alone on the upper running surface 19 via the wheel 3丨a®, but does not have an independent driving means, and attracts the self-propelled vehicle 30 by the magnet 40 of the self-propelled vehicle 30 to chase Walk from the upper walking surface 19 from the way of the self-propelled vehicle. That is, the walking of the model 3 1 in the upper traveling surface 19 is realized by the walking control of the self-propelled vehicle 3 。. 12 to 14 disclose the detailed configuration of the self-propelled vehicle 30. Further, the left-right direction of Figs. 12 and 13 corresponds to the front-rear direction of the self-propelled vehicle 30. Further, the right side of Figs. 12 and 13 corresponds to the front of the self-propelled vehicle 30. As shown in Fig. 12, the self-propelled vehicle 30 includes a lower unit 41A and an upper unit 41B. -14- 1303184, as shown in FIG. 13, the lower unit 4 1 A is provided with a pair of driving wheels 42 for self-propelled to the lower running surface 18 and a pair of motors 43 to drive the driving wheels 42 independently of each other. The auxiliary wheels 44F and 44R are individually disposed at the front end portion 30 a and the rear end portion 30 b of the self-propelled vehicle 30. The self-propelled vehicle 30 can change its moving direction by imparting a difference in the rotational speed of the motor 43. The lower unit 41a is provided with four guide shafts 45 extending in the vertical direction, and the upper unit 41B is provided to be movable up and down along the guide shaft 45. The guide shaft 45 is provided with a coil spring 46, and the upper unit 41B is pushed upward by the wheel 47 and the power supply brush 48 pressing the power supply surface 20 by the repulsive force of the coil spring 46. The power supply brush 48 supplies electric power from the casing 10 to the self-propelled vehicle 30 by contacting the power supply surface 20. However, Fig. 12 is a state in which the platform 15 is lowered, and the power supply surface 20 is sufficiently separated from the power supply brush 48 and the like in a state where the platform 15 is raised. As shown in Fig. 12, the auxiliary wheel 44F on the front side of the lower unit 4 1A is disposed only slightly offset from the upper side of the drive wheel 42. Further, the upper unit 41B is also provided with the auxiliary wheels 49F and 49R before and after, but the auxiliary wheel 449R on the rear side is disposed slightly apart from the wheel 47 only slightly below. Therefore, the self-propelled vehicle 30 swings the drive wheel 42 as a shaft in the vertical direction, and the rocking is transmitted to the model 31 via the magnet 40. In this way, the competition circus shows the way of running up and down. As shown in FIG. 13 , a wired sensor 50, an absolute position detecting sensor 51 and a magnetic sensor 52 are disposed under the self-propelled vehicle 30. The line sensor 50 is provided for detecting the induction line 34, and the absolute position detecting sensor 51 is provided for detecting the light emitted from the indicator light 38, and the magnetic sensor 52 is -15-1303184 for detecting the magnetic measurement. Set for line 36. The line sensor 50 includes a pair of light-emitting portions 53 which are disposed symmetrically left and right in the distal end portion 30a of the carriage 30, and are disposed between the light-emitting portions 53 and the light-receiving portions 53. The light-emitting portion 5 3 illuminates the visible light of a specific wavelength range toward the lower traveling surface 18, and the light receiving unit 54 receives the reflected light from the lower traveling surface 18. On the other hand, the light emitted from the light detecting unit 38 is not detected, and the detection wavelength range of the light receiving unit 54 is limited to the wavelength φ field of the visible light emitted from the light emitting unit 53. FIG. 15 and FIG. 16 show the detailed construction of the line sensor 50. The light-emitting portion 5 3 is symmetrical with respect to the center plane CP which bisects the self-propelled vehicle 30 in the left-right direction, and the individual emission directions are directed toward the inclined inner side. The light receiving unit 54 includes a sensor array 55 that is disposed so as to extend the center plane CP so as to extend in the left-right direction of the self-propelled vehicle 30, and the imaging lens 56 to be reflected by the lower traveling surface 18 The image of the lower walking surface 18 is formed and imaged on the sensor array 55. The sensor array [J 5 5 is composed of, for example, a plurality of CMO S light-receiving elements arranged side by side, and the luminance distribution in the left-right direction of the self-propelled vehicle 30 is proportional to the width Wg of the induced line 34. Use subtle resolution to detect. The analysis capability is set, for example, by dividing the width of the pitch line PTg of the induction line 34 by 128 points and detecting it. In other words, when the center plane CP is located at the center of the width direction of the induction line 34, the region formed by the induction line 34 and the blank portion adjacent thereto is the detection area, and is detected by the resolution of 1 28 points. The resolution of the sensor array 55 is set in such a manner that it detects the area. For example, the pitch PTg of the induction line 34 is, for example, 12 mm, and the detection width of the sensor array 55 is 8 mm, and the luminance distribution is detected by the resolution of 1 -16 - 18 1303184. The imaging lens 56 is provided to separate the sensor array 55 from the lower traveling surface. The reason for this is to suppress the influence of the detection accuracy of the swing distribution of the vertical direction of the self-propelled vehicle 30 due to the deviation of the positions of the auxiliary wheels 44F and 44R. As shown in Fig. 13, the absolute position indicating device 51 includes a light receiving unit 58 disposed on the center plane CP of the carriage 30. The absolute position detection sense φ 5 1 receives the infrared rays sent from the indicator lamp 38, and outputs a signal corresponding to the absolute position of the infrared rays and the runway number. The magnetic sensor 52 is provided with a detecting unit 60 which is arranged side by side at a constant pitch PTms in the front-rear direction of the self-propelled vehicle 30. Further, in the following description, the detection unit 60 is counted by the front end portion 30a of the self-propelled vehicle 30, and is distinguished from the #1 detecting unit and the #2 detecting unit. Each of the detecting units 60 detects the magnetic force in the lower running surface 18 and outputs a number corresponding to the S pole and the N pole. For example, the detecting unit 60 outputs a Low signal when the S pole is detected, and outputs a High signal when the N pole is detected. Therefore, the magnetic measurement line 36 can be detected by the inversion of the signals of the respective detections 60. Thereby, the magnetic sensor 52 functions as a means for measuring the line side. As shown in Fig. 17A, the number of the detecting portions 60 and the pitch PTms with respect to the front and rear directions are associated with the reference pitch PTm of the magnetic measurement line 36. That is, the pitch PTms of the detecting unit 60 is set to 1/2 of the reference pitch PTm of the magnetic measurement line 36. In other words, the reference pitch PTm is twice the distance PTms from the detecting portion 60. The number of detection units 60, the number of which is the sum of the number of the detections 60 and the pitch PTms of the detection 60 is set to be: the outermost bright white measurement of the curve section 35b is determined by the signal part, and the distance of the section is measured. -17- 1303184, the pitch (maximum pitch) PTout is large. In the illustrated example, the reference pitch PTm is 8 mm, the maximum pitch PTout is 30 mm, the pitch PTms of the detecting portion is 4 mm, and the number of detecting portions 60 is eight. As shown in Fig. 17B, the magnetic sensor 52 is an output signal of the magnetic sensor 52 when traveling at a speed Vact along the line 34 of the straight line section 35a or the line 34 of the first track of the curve section 35b. An example. It is assumed that at time t1, the #1 detecting unit 60 reaches the magnetic measuring line 36, and the Φ output signal is inverted from Low to High. At time t3, the #1 detecting unit 60 reaches the next magnetic measuring line 36, and the output signal is from High is reversed to Low. At this time, at time t2 between time t1 and time t3, the output signal of #2 detecting unit 60 is inverted from Low to High. #3 The output signal of the detecting unit 60 is inverted from Low to High at time t3, but since the pitch PTms is 1/2 of the reference pitch PTm, the output signal of the #1 detecting unit 60 is also inverted at the same time. . Therefore, in the case of Fig. 17B, only the output signals of the detecting units 60 of #1 and #2 can control the progress and speed of the self-propelled vehicle 30 by the analysis capability of the reference pitch PTm 1/2. It is not necessary to use the output signal of the detecting unit 60 after #3. For example, the pitch PTms of the detecting unit 60 is divided by the inversion time interval (t1 to t2, t2 to t3) of the output signals of the respective detecting units 60, and the current speed Vact of the self-propelled vehicle 60 is calculated based on the current speed Vact and When the distance between the target speeds required in the game is controlled, when the walking of the self-propelled vehicle 30 is controlled, only the output signals of the detecting units 60 of #1 and #2 can be used. However, in the curve section 35b, when the self-propelled vehicle 30 travels the runway other than the first runway, the pitch of the magnetic measurement line 36 is larger than the reference pitch PTm and is different from the situation of Fig. 17B. An example of this is illustrated by Figs. 18A and 18B, -18- 1303184. In Fig. 18A, the self-propelled vehicle 30 is lined in the curve section 35b 'walking line 3 4 along the second runway or the more lateral runway, walking at a speed Vact, assuming a magnetic measurement line 3 in its runway The pitch of 6 is PTx (but, PM < PTxS PTout ). In this case, as shown in FIG. 18B, from the time when the #1 detecting unit 60 reaches the magnetic measuring line 36 and the output signal is inverted from Low to High, the detecting unit 60 reaches the next magnetic measuring. The time interval (t1 to t6) before the time φ t6 at which the line 36 is inverted from High to Low is extended to the expanded amount of the pitch PTx. On the other hand, the time interval (t1 to t2) between the time t2 and the time t1 at which the output signal of the #2 detecting unit 60 is inverted from Low to High is the same as that of Fig. 17B. For this reason, if the time interval of the time 11 to t2 is compared with the time interval of the time t2 to t6, the latter will be large. Therefore, the current speed Vact of the self-propelled vehicle 30 is calculated from the reverse time interval of the output signal of the detecting unit 60 of #1 and #2 and the pitch PTms of the detecting unit 60, and the speed achievable by the latter is PTms = Before PTm/2, the condition is not met and there is an error, such as • Using this, the speed of the self-propelled vehicle 30 will be controlled incorrectly. On the other hand, in Fig. 18B, between time t1 and t6, the #2 to #5 detecting unit 60 sequentially arrives at the same magnetic measuring line 3 6, and the output signal is reversed from time t2 to time t5. turn. The time intervals from time t2 to t5 are the same as the division of the pitch PTms of the detecting unit 60 by the current speed Vact. Here, in the case of Fig. 18B, if the current speed Vact is detected by the output signal of the detecting unit 60 of #1 to #5, the detection error of the aforementioned speed will not occur. In order to enable such speed detection to be performed on all the runways, as described above, the product of the number of detecting portions 60 and the pitch PTms is set to -19 - 1303184. The magnetic measurement in the outermost circumference of the curved section 35b is Line 36 is larger than Ptout. In the above example, since the detection unit 60 PTms is 4 mm and the maximum pitch PTout 1 of the magnetic measurement line 36 is set, the number of the detection units 60 can be set to eight, and then the control for the game machine 2 is performed. It is explained. Fig.: A schematic diagram showing the control system of the game machine 2. The game machine 2 is provided with a device 100, and controls the overall operation of the game machine 2 and a plurality of elements 1 and 1 for communication between the main control device and the self-propelled vehicle 30 and the relay device 102. Following the communication unit 101 and the main control device. The main control device 100 is a device 100 configured by a personal computer, for example, to control the progress or development of a horse racing game in a gaming machine in accordance with a specific game program, and to refer to the car 30 via the communication unit 10 1 . Progress and runway. For example, the progress and runway number that should be reached at a specific unit time of 30 will be from the main control unit. As described above, the progress is expressed by the number of magnetic measurement lines 36 from the position Pref in Fig. 10. Automatically attach numbers (# 1 and #2) and manage them individually. Further, as shown in Fig. 1, the main control device 100 exchanges information between the network central server 3 and the maintenance server 4. Medium 1 02, for example, can be exchanged with a hub. As shown in FIG. 1A, the element 1 〇1 is spaced around the circumferential path 35, and the number of the communication units 101 is one in the figure, but the communication unit 101 is only required. It can protect the pitch of the full-maximum section of the cycle path 35 I 3 0mm. The condition is 19, and the main control communication information is 100. After the main control 2 shows each, from 100 to the reference car 30 6 and the device communication list side by side. Yes, in the week, its number is -20- 1303184. The communication between the communication unit 101 and the self-propelled vehicle 30 may be by radio waves or by infrared rays. FIG. 20 discloses a control system provided in the self-propelled vehicle 30. The control system of the self-propelled vehicle 30 is provided with a self-propelled vehicle control device 110. The self-propelled vehicle control device 1 10 is configured as a computer unit including a microprocessor, and performs walking control of the self-propelled vehicle 30 or communication control between the main control device 100 in accordance with a specific self-propelled vehicle control program. . In the self-propelled vehicle control device 1 1 〇, as the input device for the travel control, the line sensor 50, the absolute position detecting sensor 51, and the magnetic sensor 52 are via an interface (not shown). connection. Further, in the self-propelled vehicle control device 1 10, the rotation sensor 1 1 1 is also connected as an input device. The rotation sensor 1 1 1 is built in the self-propelled vehicle 30 in order to detect the posture of the self-propelled vehicle 3 ,, in other words, in order to detect the direction in which the self-propelled vehicle 30 faces. The rotation sensor 1 1 1 detects the angular acceleration of the rotation of the self-propelled vehicle 3 ( (for example, the vertical axis passing through the intersection of the axis of the drive wheel 42 and the center plane CP), and accelerates the angle thereof. The integral is converted into an angular change amount twice, and this is output to the self-propelled vehicle control device 110. However, the angular acceleration is output from the rotation sensor 1 1 1 , and the amount of change in the angle may be converted by the self-propelled vehicle control device 1 1 . Further, in the self-propelled vehicle control device 110, the transmitting unit 112 and the receiving unit 113 for performing information communication with the communication unit 101 are connected via the communication control circuit 114. As described above, the main control device 100 is repeatedly given in a predetermined cycle to indicate the target progress of the self-propelled vehicle 30 in the game and the information of the target runway. The self-propelled vehicle control device 1 1 运算 calculates the target speed and direction of the self-propelled vehicle 30 based on the target progress and the target runway, the signals 21 - 1303184 and the signal signals of the various sensors 50-52, 111. The correction amount and the like are given to the motor drive circuit 1 15 for speed indications VL and VR based on the results. The motor drive circuit 1 15 controls the drive current or voltage to the motors 43 so that the given speed indications VL and VR can be obtained. Fig. 2 is a view showing the commemoration of the walking control of the self-propelled vehicle 30 using the self-propelled vehicle control device 110. In Fig. 21, it is assumed that the progress of φ of the self-propelled vehicle 30 is ADcrt, the target progress from the main control device 100 is ADtgt, and the direction of the runway, that is, the direction of the induced line 34 is Dref, the self-propelled vehicle 30 The direction is Dgyr. The self-propelled vehicle control device 10 is connected to the target position Ptgt at the intersection of the center line of the target runway and the target progress ADtgt before the time from the current position Pert to the specific time of the self-propelled vehicle 30. The target position Ptgt, the direction Dgyr of the self-propelled vehicle 30 and the runway direction Dref, control the speed of the motor 43. That is, the self-propelled vehicle control device 110 increases or decreases the driving speed of each of the motors 43 in response to the progress shortage ΔAD between the current progress ADcrt and the target progress degree ADtgt, and the self-propelled vehicle 30 is a circumferential return path. In the transverse direction of 35, only the runway correction amount Δ Yamd given as the distance from the current position Pert to the center line of the target runway is moved, and the direction Dgyr of the self-propelled vehicle 30 is in the target position Ptgt, only The speed ratio between the motors 43 is controlled so as to correct the direction correction amount Δ Θ amd given by the deviation amount of the current direction 0 gyr of the runway direction Dref. Further, since the progress shortage amount ΔAD is given as the number of the magnetic measurement lines 36, any of the straight section 35a and the curve section 35b -22 - 1303184 ★ can also be subtracted from the target progress ADtgt The current progress is obtained by ADcrt. However, in the curve section 35b, the distance Ltr corresponding to the progress shortage amount ΔAD is changed by the position of the self-propelled vehicle 3〇 in the transverse direction of the circumferential path 35, and it is necessary to control the speed in consideration of this. The runway correction amount Δ Yamd is a runway interval Ychg which is equivalent to the distance between the runway currently running by the self-propelled vehicle 30 and the target runway, and the deviation of the line of the self-propelled vehicle 30 at the position Pert from the current runway △ Y is found. When the target runway coincides with the current runway of φ, that is, when there is no runway change indication, the runway correction amount Δ Yamd = Z\ Y. The runway direction Dref and the self-propelled vehicle direction Dgyr are defined as the absolute reference direction Dabs from the reference position Pref of Fig. 10, and can be specified as the angles 0 ref and 0 gyr corresponding to the absolute reference direction Dabs. In the straight line section 35a, 0 ref = 0 or 180. In the curve section 35b, the direction of the line of the inducer 34 in the progress ADcrt can be specified as an angle with respect to the absolute reference direction Dabs as 0 ref . The wiring direction is positioned as a meaning by the progress, such as the same ♦ a progress, regardless of the runway and a certain flaw. Figure 22 is a functional block diagram of the self-propelled vehicle control unit. The self-propelled vehicle control device 110 includes a game information analysis unit 20 that analyzes the game information given from the main control device 100, recognizes the target progress ADtgt of the self-propelled vehicle 3, the target runway, and the progress counter 121, and memorizes The current progress ADcrt of the self-propelled vehicle and the progress management unit 122 calculate the self-propelled vehicle 3 while updating the progress counter 121 based on the outputs of the absolute position detecting sensor 51 and the magnetic sensor 52. The current speed Vact, the runway counter 1 23 'memory self-propelled car 3 〇 the running track number now, and the running -23- 1303184. The road management unit 124, based on the line sensor 50 and the absolute position detecting sensor 5 The output of 1 recognizes the runway of the self-propelled vehicle 30, and updates the runway counter 123, and detects the runway deviation amount ΔΥ of the self-propelled vehicle 30 corresponding to the runway thereof, and the rotation counter 125, which memorizes the self-propelled vehicle 30. The direction angle 0 gyr and the direction management unit 126 recognize the angle 0 gyr of the self-propelled vehicle 30 based on the output of the rotation sensor 1 11 and update the rotation counter 125. Further, the self-propelled vehicle control device 110 includes a target speed calculation unit 127 that calculates the self-propelled vehicle 3 based on the target progress ADtgt, the progress counter 12c of the progress counter 12 1 and the runway number memorized by the runway counter 123. The target speed Vtgt and the speed setting unit 128 set the driving speed of the motor 42 of the self-propelled vehicle 30 and the speed FB correction unit 129 based on the target speed Vtgt, and feedback-correct the set driving speed in response to the target speed Vtgt and the current speed Vact. And the runway correction amount calculation unit 1300 calculates the runway correction of the self-propelled vehicle 30 based on the runway number of the running target track, the runway counter 123, and the runway deviation amount 自 of the self-propelled vehicle 30 recognized by the runway management unit #123. The amount ΔYamd and the direction correction amount calculation unit 131 calculates the direction correction amount amd and the speed ratio setting unit 133 from the carriage 30 based on the progress ADtgt and the angle 0gyr which are individually stored by the progress counter 121 and the rotation counter 125, based on the runway correction The amount Δ Yamd and the direction correction amount Δ 0 amd set the speed ratio between the motors 43. The speed ratio setting unit 133 determines the speed indications VL and VR of the left and right motors 43, and these instructions are individually output to the motor drive circuit 1 15 of Fig. 20 . Further, the self-propelled vehicle control device 1 1 is provided with a line correction based on the output of the line sensor 50, a progress of -24 - 1303184. The progress ADcrt stored in the counter 121 and the direction correction amount calculated by the direction correction amount calculation 131 Δ 0 amd, the line width inspection unit 1 3 6 for checking the linearity of the induction line 34. Next, the processing of each unit of the self-propelled vehicle control device i 10 will be described with reference to Figs. 23 to 30 . Fig. 23 is a flow chart showing the processing of the schedule management unit 122. The progress management unit 122 monitors the output of the magnetic sensor 52, controls the progress ADcrt of the progress counter 121, and calculates the current φ degree Vact of the carriage 30. That is, the progress management unit 122 determines whether the output of the #1 detecting unit 60 of the magnetic sensor 52 is reversed in the initial step S101, and if the turn is made, the 値ADcrt of the progress counter 121 is incremented by 1 in step S102. Step S1 0 3 sets a variable 2 for identifying the detection unit number. When the output of the #1 detecting unit 60 is not inverted, the steps s 102 to S103 are skipped. In the next step S104, it is judged whether or not the detection unit 60 is inverted. When inverting, proceed to step S1 05 to calculate the current speed Vact. The current speed Vact is obtained by dividing the pitch PTms of the detecting portion 60 by tact from the output of the last detecting portion (#mi) • to the time interval at which the output of the sensor is reversed. The time tact (which is obtained as an example of the time interval of t1 to t2 in FIG. 17B) is Vact = PTms/tacto. After the current speed Vact is calculated, the variable m is incremented by 1 in step S106. In the next step S 1 07, it is judged whether or not the absolute position detecting sensor detects the absolute position, that is, whether or not the infrared ray from the finger η 3 8 is detected, and if not detected, the process returns to the step S 1 0 1 . On the other hand, in step S107, the absolute position detecting sensor 51 detects the speed of the process from the width of the section 5 and the transmission 60 is the interval of 5 1 lamp -25 - 1303184, the lamp 3 8 In the case of infrared rays, the progress counter 121 is corrected by recognizing the progress information encoded in the infrared rays, and the progress of the recognition and the progress ADcrt of the progress counter 121 are returned to the step S101. When the signal of the detecting unit 60 of #m is not determined in step S104, steps S105 and S106 are skipped and the processing proceeds to step S107. By the above processing, the #1 detecting unit 60 increases the 値ADcrt of the progress counter 121 by one every time the magnetic meter line 36 is measured. Further, the φ degree ADcrt is appropriately corrected by detecting the signal from the absolute position indicating device 37 by the absolute position detecting sensor 51. Thereby, from the progress counter 121, the position of the self-propelled vehicle 30 in the longitudinal direction of the circumferential path 35 can be grasped. Further, the current speed Vact of the self-propelled vehicle 30 is calculated by the pitch PTms of the detecting unit 60 of the self-propelled vehicle 30 moving by the self-propelled vehicle 30. Fig. 24 is a flow chart showing the order of the target speed calculation unit 127 to calculate the target speed. The target speed calculation unit 127 obtains the 値 ADcrt of the progress counter 121 in the initial step S121 #, and determines whether the progress counter 1 2 1 has been updated since the last processing in the next step S 1 22 . If it is not updated, the process returns to step S1 2 1. When it has been updated, it proceeds to step S123. In step S123, the progress shortage amount AADC^ADtgt-ADcrt is obtained by subtracting the progress counter 値ADcrt from the target progress ADtgt. At the next step S124, the current runway is obtained from the runway counter 123. In the next step S125, based on the current progress ADcrt and the runway of the self-propelled vehicle 3 0, it is estimated that the magnetic sensor should be detected before the self-propelled vehicle 30 reaches the next -26 - 1303184. The number of rounds of inversion (reverse calculation number) Nx of 52. That is, the pitch PTx of the magnetic fox line 36 between the current progress ADcrt and the next progress ADcrt+Ι is divided by the pitch (quotient) of the pitch PTms of the detecting unit 60, and is estimated as the number of inversion calculations Nx. Furthermore, when the quotient produces a mantissa below the decimal point, it is removed and rounded to an integer by rounding off or rounding off. The runway number is used to specify the pitch PTx. When the self-propelled vehicle 30 travels the runway of the innermost circumference of the straight section 35a and the curve section 35b, the reference pitch PTm shown in Fig. 9 becomes the pitch PTx of the detecting unit 60. On the other hand, when it is judged from the progress ADcrt that the self-propelled vehicle 60 is traveling in the curve section 35b, the pitch PTx corresponding to the runway number can be obtained from the data of the pre-intentional form or the like. After the inversion calculation number Nx is estimated, the process proceeds to step S126 to calculate the inversion reference time tx. As shown in Fig. 25, the residual time at the time when the self-propelled vehicle 30 should reach the target progress ADtgt from the current time is Trmn, and it is assumed that within the remaining time Trmn, the # output of each detecting unit 60 of the magnetic sensor 52 is When the inversion is sequentially performed every predetermined time tx, the residual time Trmn is given by the product of the time tx and the inversion calculation number Nx and the progress shortage amount ΔAD. In other words, in order for the self-propelled vehicle 30 to reach the target progress ADtgt at the target progress arrival time, the distance of the corresponding progress shortage amount ΔAD must be traveled at the speed at which the output of the detecting unit 60 is reversed at each time tx. From this, the inversion reference time tx is obtained by dividing the residual time Trmn by the product of the product of the inverse calculation number Nx and the progress shortage amount ΔAD (tx = Trmn / (Nx - Δ AD )). Find out. In other words, when Nx times of output inversion is detected every inversion reference time tx, the progress advances by 1, and repeats -27 - 1303184. This is equivalent to the number of progress deficits ΔAD, at the target progress arrival time. The self-propelled car 30 is the target progress ADtgt. Further, the target progress arrival time may be an example of a time when the next target progress and the target runway time are given from the main control device 100 of the game machine 2 or a certain late time is given to the time. However, the target arrival time is the same between all the self-propelled vehicles used in the same competition. Referring back to Fig. 24, after the inversion reference time tx is calculated, the process proceeds to step S127, and the quotient of the pitch PTms of the detecting unit 60 divided by the inversion reference time tx is obtained as the target speed Vtgt. The target speed Vtgt is because the output of the magnetic sensor 52 reverses sequentially at the interval of the inversion reference time tx, and becomes the required speed of the self-propelled vehicle 30. After the target speed Vtgt is obtained in step S127, the flow returns to step S121. Therefore, the progress shortage amount AAD is also updated every time the ADcrt is updated, and the target rotation speed Nt is estimated based on the number of runways at this time, and the target speed Vtgt is obtained. That is, the target speed Vtgt is also updated every time the progress of the self-propelled vehicle 30 progresses. As described in Fig. 22, the target speed Vtgt calculated by the target speed calculation unit 127 is given to the speed setting unit 128 and the speed FB correction unit 129. The speed setting unit 128 sets the drive speed of the motor 43 so that the target speed Vtgt is given, and the speed FB correction unit 129 gives the FB correction amount of the difference between the target speed Vtgt and the current speed Vact. . Further, the differential speed or the integral of the speed difference may be used to feedback the control speed, or the feed control may improve the control accuracy and reactivity of the speed. Fig. 26 is a flow chart showing the sequence in which the direction management unit 126 manages the rotation counter 125 from -28 to 1303184. The direction management unit 126 obtains the angle change amount outputted by the rotation sensor 丨1丨 in the initial step S1 4 1 , and in the next step S142, the gyr is added by the rotation counter 125 or The angle change amount is reduced, and 旋转0 gyr of the rotation counter 125 is updated. Thereby, the rotation counter 125 stores an angle of 0 gyr indicating the current direction of the self-propelled vehicle 30. Further, the angle 0 gyr of the rotation counter 125 when the self-propelled vehicle 30 is directed to the absolute reference direction Dabs is 〇. It is better to correct at the appropriate timing. The correction is determined by, for example, based on the progress of the progress counter 121 and the output of the line sensor 50, whether the self-propelled vehicle 30 travels parallel to the runway direction from the reference position Pref to the straight line section 35a, and resets in parallel walking. Gyr is achieved by 0°. Such a correction may be performed in a race of a horse racing game, and an appropriate timing before the competition, for example, when the game machine 2 is started. Fig. 27 is a flowchart showing the procedure of calculating the direction correction amount Δ 0 amd by the direction correction amount calculation unit 131. The direction correction amount calculation unit 1 3 1 acquires the progress counter 値ADcrt in the initial step S1 61 of Φ, and discriminates the angle 0 ref from the progress ADcrt to the reference direction in the next step S162. As described above, the angle 0 ref of the reference direction is positioned to be associated with the progress ADcrt, and is 0° or 180° in the straight section 35a, and the wiring direction of the line 34 is induced in the curve section 35b. If the correspondence between the progress ADcrt and the reference direction Θ ref is stored in advance in a table or the like, the reference direction angle 0 ref can be directly determined from the progress counter 値ADcrt. In the next step S163, 値0 gyr of the rotation counter 125 is obtained, and in the next step S164, the difference between the angles ref ref and Θ gyr is calculated as the direction correction amount Δ 0 amd (refer to Figs. -29-1303184 • 21). After that, return to step sl61. The direction correction amount Λ0 amd obtained here is provided to the runway management unit 丨24 and the line width inspection unit 1 in addition to the speed ratio setting unit 133. The road management unit 揭示2 is disclosed. Flow chart of 4 processing. The runway management unit 1 2 4 obtains the φ of the runway deviation amount ay (see FIG. 21) of the self-propelled vehicle 30 by referring to the output of the line sensor 50 and the direction correction amount Δ 0 amd, and uses the runway deviation amount thereof. △ Υ Manage runway counter 1 23 . In other words, the runway management unit 14 receives the direction correction amount Δ 0 amd from the direction correction amount calculation unit 1 31 in the initial step S 8.1, and adds the line sensor 50 to the next step S 1 82. The output is detected by the runway deviation amount Δ γ . An example of the relationship between the output of the line sensor 50 and the runway deviation amount Δγ is shown in Fig. 29. An analog signal corresponding to the intensity of the reflected light is output from the line sensor 50, but if this is doubled with an appropriate threshold, a rectangular wave corresponding to the blank portion of the induced line 34 and the blank portion thereof can be obtained. The center of the detection area of the 9-line sensor 50 of its rectangular wave, and the number of points Δ Ndot of the center of the brightness 値 range (runway center) corresponding to the induction line 34 correspond to the runway deviation amount ΔY, as at the point The number Δ Ndot multiplies the line width of 1 point to obtain the runway deviation amount ΔΥ. However, when the direction of the self-propelled vehicle 30 deviates from the reference direction Dref (refer to FIG. 21), the line sensor 50 is also inclined to the direction orthogonal to the induction line 34, and as a result, the number of points ΔNdot is also inclined. And increase. For this reason, it is necessary to obtain the correct runway deviation amount ΛΥ by multiplying the runway deviation amount ΛΥ obtained from the point ANdot by the cosine 値cOSA0amd of the direction correction amount. To this end, in step S181 of Fig. 28, the direction correction amount A0 -30 - 1303184 amd is obtained. Further, in Fig. 29, by adjusting the number of points Δ Ndot included in the luminance 値 range of the corresponding induction line 34 by Δ 0 amd in the same manner, the width Wg of the induced line 34 can be detected (see Fig. 9). Returning to Fig. 28, after detecting the runway deviation amount ΔY in step S1 82, the process proceeds to step S1 83, and it is judged whether or not the self-propelled vehicle 30 has moved to the next runway. For example, when the runway deviation amount ΔY is larger than 1/2 of the pitch PTg of the induction line 34, it can be judged that the self-propelled vehicle 30 moves to the adjacent runway. Or, the distance to the induction line 34 is detected individually on both sides of the center of the line sensor 50, and when the magnitude relationship is reversed, the runway movement can be judged. In step S1 83, it is judged that when moving to the next runway, the runway counter 123 is updated to correspond to the next runway. When the determination in step S188 is negative, then step S18.4 is skipped. In the next step S 1 8 5, it is judged whether or not the absolute position detecting sensor 51 detects the absolute position. If the absolute position is not detected, the process returns to step S1 8 1. On the other hand, in step S185, when it is judged that the absolute position is detected, the runway number encoded in the infrared rays from the absolute position indicating means 37 is recognized so that the identified runway number coincides with the runway counter 1 23 After the runway counter 123 is corrected, the process returns to step S181. The runway deviation amount ΔY obtained in the above processing is given to the runway correction amount calculation unit 130. Fig. 30 is a flow chart showing the sequence of calculating the runway correction amount Δ Yamd by the runway correction amount calculation unit 130. The runway correction amount calculation unit 1300 obtains the target runway from the game information analysis unit 120 in the initial step S201, and obtains the runway counter 123 after the next step S202 (the runway number of -31 - 1303184) Further, in step S203, the runway deviation amount AY from the management unit 124 is obtained. Then, whether the step runway is consistent with the current runway. At the time of coincidence S205, the runway deviation amount ΔY is set as the runway correction amount Z to step S201. On the other hand, in the step S204, the runway does not proceed to the step S206, and the runway deviation amount ΛΥ is added to the runway f with reference to Fig. 21) as the runway correction amount ΔYamd, and the setting S201 is performed. The runway interval Ychg is calculated by multiplying the difference between the target runway and the number between the target runway and the pitch PTg of the induction line 34. (According to the processing of Fig. 30, the distance in the direction of the target runway 30 is used as the runway correction. The amount Δ Yamd is described in Fig. 22, and the calculated runway correction amount Δ Yamd is the setting unit 133. The speed ratio setting unit 133 is determined based on the positive amount Δ Yamd and the direction correction amount Λ0 amd.速度φ should be generated by the speed ratio, and the speed of the drive from the speed 1 29 is increased or decreased according to the speed ratio, and the speed indications VL and VR for the left and right speeds are determined. At this time, the speed difference between the speeds of the motors 43 is Further, the drive speeds obtained by the equal speeds FB correction unit 129 are combined to indicate the drive speeds VL and VR, and the generated speeds are indicated by the motor drive circuits 1 1 5 indicated by VL and VR. The speed drive motor 43 indicated by 1 1 5 reaches the target progress ADtgt at the time of the self-propelled vehicle 30, and its direction Dgyr is judged from the step S204 to the current step Y Yad and returns: when the coincidence is the first g interval Ychg ( : And return to step 1 The runway is shown in Figure 10. The horizontal calculation of the movement should be carried out. If the speed ratio is given in Figure ,, the motor of the FB correction part of the runway supplements the motives of the 43 FB corrections is generated by the response speed and the speed of the equation. Figure 9 9 drive circuit: for specific control with the reference direction -32 - 1303184 „ Dref. In addition, using the runway correction △ Yamd and the direction correction amount △ 0 amd differential 値, integral 値, The angular acceleration detected by the rotation sensor 1 1 1 , the feedback control or the feedforward control speed ratio, and the control precision and reactivity of the tracking and direction correction of the target runway can be improved by one of the above descriptions. When the progress of the self-propelled vehicle 30 is increased by one, the self-propelled vehicle 30 is given the target speed Vtgt, and since the current speed Vact of the vehicle 30 is moved by the self-propelled vehicle 30, the pitch of the detecting portion 60 is changed. Since the PTms are successively operated, the speed of the self-propelled vehicle 30 can be controlled quickly and with high precision. Further, since the magnetic sensor 5 2 is provided with the number of maximum pitch PTms that can cover the magnetic measurement line 36 Detection unit 60, The self-propelled vehicle 30 can travel in any one of the curve sections 3 5b, and the pitch PTx of the magnetic measurement line 36 can be detected, and the speed Vact can be detected according to the high resolution capability of the pitch PTms. Therefore, the current speed can be suppressed. The Vact speed control error is small, and it is effective to suppress the fluctuation of the speed when the φ self-propelled vehicle 30 travels in the curve section 35b. Further, the rotation sensor 1 1 1 is provided to detect the direction of the self-propelled vehicle 30. Since the deviation of the direction from the direction of the target runway is given to the speed ratio setting unit 1 3 3 as the direction correction amount Δ 0 amd , based on the output based only on the line sensor 50, and the self-propelled vehicle 3 0 is controlled. The control accuracy is improved by comparing the position and direction of the transverse direction. Further, by using the output of the rotation sensor 1 1 1 , the change of the angle of change, the change of the angular velocity or the angular acceleration is recognized, and by using the physical quantity thereof for the direction control of the self-propelled vehicle 30, the self-propelled vehicle 3 0 can be made. More sleek and swiftly converged on the target runway, and -33-1303184 - to make it face the right direction and quickly agree. Further, the direction correction amount Δ 0 amd corresponding to the direction target of the self-propelled vehicle 30 can be directly recognized from the output of the rotation sensor 1 1 in the identification of the runway deviation amount Δ Y of the output of the line sensor 50. The deviation amount Δ Y can be accurately detected by the direction correction amount Δ 0 amd. Therefore, the accuracy of the runway tracking of the self-propelled vehicle 30 or the accuracy of the movement control to the target runway can be improved. φ Fig. 3 1 is a flow chart showing the processing in the line width inspection unit 136. The line width inspection unit 1 3 6 acquires the 値ADcrt of the progress counter 121 in the initial step S22 1 of FIG. 31, and obtains the estimator 123 after the runway counter 123 in the next step S222, and obtains the direction correction in step S223. The quantity △ Θ amd. At the next step S224, the line width in the current runway is calculated from the output of the line sensor 50. As shown in Fig. 29, in order to obtain the line width, the line number ΔNdot is obtained from the output of the line sensor 50, and the line width of one point is multiplied, and the correction φ of the corresponding direction correction amount Δ 0 amd is given. . In the next step S225, it is judged whether or not the calculated line width is within a specific allowable range, and if it is within the allowable range, the flow returns to step S221. On the other hand, if the line width exceeds the allowable range, the process proceeds to step S226, and the detected line width and the detected position, that is, the data of the progress counter 値ADcrt and the runway counter are stored as the line width check data. The memory device of the vehicle control device 1 1 is turned on, and then returns to step S221. The allowable range of the line width is defined by considering the line width of the induction line 34 for the frequency of occurrence of the error of the walking control of the self-propelled vehicle 30 by the increase or decrease of the original line width W g . For example, the original width Wg of the induction line 34 - 34 - 1303184 . is 6 mm. If the actual line width is within ± 2 mm and the walking control of the self-propelled vehicle 30 is practically free from obstacles, the walking control is set to 4 ~8 mm can be. By performing the above processing, it is possible to detect an increase or decrease in the width of the appearance of the induction line 34 due to the dirt on the lower running surface 18, the incorporation of foreign matter, and the peeling of the induction line 34. Alternatively, the occurrence of linear dirt, flaws, and the like which are erroneously detected as the induction line can be detected as an abnormality of the line width φ. Also, using the data of the memory, the abnormal portion of the line width can be specified by the progress and the runway in the cycle path 35. In the present embodiment, since the runway deviation amount ΔY is detected, the current runway determination, and the runway correction amount Δ Yamd are calculated, since the output of the line sensor 50 is referred to, the width of the induction line 34 is caused by dirt or the like. In the case of the change, the follow-up of the induction line 34 of the self-propelled vehicle 30 is deteriorated, and the operation at the time of the change of the runway is erroneously operated. Therefore, it is necessary to periodically inspect and clean the lower running surface 18. With regard to such an operation, the information created by the φ line width inspection unit 1 3 6 can be effectively utilized. Further, although the number of points Δ Ndot is converted into the line width as described above, it is also possible to determine whether or not the line width is within the allowable range by correcting the number of points Δ Ndot by the angle Δ 0 amd. The angle correction is omitted and it is judged whether or not the angle Δ Ndot is within the allowable range. For example, when the travel control for limiting the direction correction amount Δ 0 amd of the self-propelled vehicle 30 to a certain range is performed, the line sensor corresponding to the induced line width Wg when the direction correction amount Δ 0 amd is the maximum 预先 is obtained in advance. The number of points on the 50 △ Ndot may be judged to exceed the allowable range when the number of detected points exceeds this. In this case, it is not necessary to use the square -35- 1303184 to correct the tilt of the correction amount Δ Θ amd. On the other hand, regarding the lower limit 线 of the line width, the number of detected points corresponding to the line width Wg when the self-propelled vehicle 30 is linearly advanced along the induction line 34 is used as a reference, and the number of points detected ΔNdot is compared with When the number of the reference is small, it is judged that the line width is not within the allowable range. The line width inspection unit 1 3 6 can also be used for checking the width of the line. It can be implemented at any time in the race of the horse racing game. can. For example, in an appropriate period when the competition is not performed, the main control device φ 1 〇〇 is instructed to perform the line width check, and the self-propelled vehicle 3 行走 walks along the circumferential path 35 in a specific walking mode to implement the line width. Check can also be. In the foregoing form, the signal output from the line sensor 50 is binarized to identify the black portion and the white portion of the running surface 18. However, the analog signal waveform is output from the line sensor 50, for example, detecting A colored portion other than white or black with a 256-step modulation and a colored portion may be identified as dirt. Next, a suitable form of the line width inspection data acquired by the line width inspection unit 136 will be described. The self-propelled vehicle 30 transmits the data from the self-propelled vehicle 30 to the main control device 100 because it does not have the function of displaying the line width inspection data, and transmits it to the maintenance servo via the network 6 as needed. 4, etc., can effectively use the line width inspection data. The method of its use is disclosed below. Fig. 3 is a flow chart showing the sequence of transferring the line width inspection data from the self-propelled vehicle 30 to the main control unit 1 。. The self-propelled vehicle control device 1 10 0 determines whether or not the transmission period of the line width inspection data is determined in step S24 1, and proceeds to step S242 to advance the line width inspection data to the main control device 10 0 transmission. On the other hand, the main control unit 1 0 0 is at -36-
1303184 步驟S301判斷從自走車30是否已傳送檢查資料。 判斷有送訊時，前進至步驟S 3 02，將傳送之線寛 資料儲存於自己的記憶裝置而返回步驟S301。線 查資料之送訊時期，係設定於對賽馬遊戲之控制ϋ； 的時期即可，作爲一例，可將競賽結束後之適當白々 定作爲送訊時期。 圖3 3係揭示爲了管理從自走車3 0所傳送之 查資料，主控制裝置1 〇〇係於線寬度檢查資料之 後的適當之時期所實行之線寬度檢查資料管理的 之流程圖。圖3 3之初始步驟S 3 2 1中，主控制裝 解析從自走車3 0接收之線寬度檢查資料，而作 警告資料，在接下來之步驟S322，將其行走面 記憶於主控制裝置100的記憶裝置。於線寬度檢 係因爲包含有辨識爲谷g午軺圍外之線寬度、及線 測位置（進度及跑道號碼），於每一檢測位置計 數，作成將檢測位置與檢測次數建立關聯的資料 爲行走面警告資料而記憶。省略檢測次數的計算 測位置保持於行走面警告資料亦可。或者，省略 的計算，僅將檢測次數保持於行走面警告資料亦 檢測位置，並不一定有與磁性計測線3 6爲1 : 1 要，將鄰接之2條或以上之磁性計測線3 6集中 個檢測位置辨識亦可。於該狀況，可將行走面警 資料量輕量化。或者，如圖1 〇以虛線所示，將 3 5區分爲Z 1〜Z 1 0，計算每區域之檢測次數，將 Έ 然後， 度檢查 寬度檢 無影響 時期設 寬度檢 訊結束 理順序 100係 行走面 告資料 資料， 度的檢 檢測次 將此作 僅將檢 測位置 。關於 應之必 作爲1 資料的 回路徑 檢測次 -37- 1303184 . 數與區域建立關聯之資料作爲行走面警告資料作成亦可。 回到圖33，記憶行走面警告資料後，前進至步驟 S 3 2 3，確認行走面警告資料的資料量，在接下來之步驟 S 3 24，判斷其資料量是否超過特定的容許量。於超過容許 量時，在步驟S 3 2 5於警告標誌設定1，在接下來之步驟 S 3 2 6，將行走面警告資料傳送至維護伺服器4，之後結束 處理。另一方面，在步驟S3 24爲否定判斷時，在步驟 φ S327將警告標誌設定爲0而結束處理。 圖3 4係揭示，爲了將基於行走面警告資料之行走面 檢查畫面顯示給遊戲機2的操作員（管理者），主控制裝 置1 〇〇實行之行走面檢查管理的處理順序之流程圖。該處 理，係例如遊戲機2控制於爲了維護管理之模式時，基於 操作員指示而實行。圖3 4之初始步驟S 3 4 1中，主控制裝 置1 00係判斷於警告標誌是否設定有1，如設定有1，則 前進至步驟S3 42，進行特定之警告顯示。警告顯示，係 φ 例如包含催促操作員進行行走面的檢查或清掃之訊息。如 於警告標誌未設定1，則跳過步驟S342。在接下來之步驟 S343，係讀取出行走面警告資料，更在步驟S344顯示基 於行走面警告資料的行走面檢查畫面而結束處理。 行走面檢查畫面，係可如例如圖3 5所示般來構成。 在該例，於畫面顯示平面地表示周回路徑35之賽道整體 圖8 0之同時，於其賽道整體圖8 0的檢測位置重疊點而顯 示。藉由將點8 1的顯示樣態因應檢測次數而變化’使檢 測次數爲可辨識亦可。在圖3 5 ’係檢測次數越增加’則越 -38- 1303184 ^ 擴大點81的直徑。但是，因應檢測次數而使點8 1的顏色 變化亦可。進一步，藉由以與其他區域不同樣態揭示檢測 次數超過特定閾値之區域，更明確地揭示需要操作員檢查 或清掃之區域亦可。在圖35之例，係藉由區域Z4、Z9及 Z ；1 〇以與其他區域不同樣態表示，揭示於此等之區域Z4、 Z9及Z10中，需要檢查或清掃之必要性較高。進一步， 藉由區域Z4及Z9與Z10以不同樣態表示，揭示對於區域 φ Z4及Z9需要檢查或清掃之必要性更較區域Z10高。 再者，行走面檢查畫面係不限於圖3 5之例。省略點 8 1，僅揭示需要檢查或清掃之區域亦可。將每區域之顯示 變更省略，僅揭示點81所致檢測位置亦可。檢測位置係 不限於點，藉由適切之指標表示亦可。將賽道整體圖80 作爲立體圖顯示，於檢測位置係顯示因應檢測次數之高度 的條形圖亦可。 在圖34，係藉由操作員指示行走面檢查畫面之顯示時 # ，檢查警告標誌而判斷警告顯示之要否，但是，警告顯示 係不限於此而以適當之時序進行亦可。例如，遊戲機2起 動時，判別行走面警告資料的資料量，超過容許量時，實 行警告顯不亦可。進行警告顯示時，配合此，向操作員確 認是否顯示行走面檢查畫面亦可。 圖3 6係揭示，將下段行走面1 8的檢查、清掃等作爲 目的’操作員指示維護模式時，主控制裝置丨〇〇實行之維 護模式的處理順序之流程圖。維護模式被指示時，主控制 裝置100係在初始之步驟S361，賦予平台驅動裝置21 •39- 1303184 . 參照圖3)起動指示，使平台15上升。藉由使平台15上 升，因爲下段行走面1 8與供電面20之間產生充分之空間 ，操作員係可容易進行下段行走面1 8的檢查及清掃。 在接下來之步驟S3 62，係判斷操作員是否指示維護 結束，有指示時則前進至判斷步驟S 3 63，使平台15下降 。在接下來之步驟S 3 64，係對操作員確認行走面警告資 料是否清除，在下一步驟S 3 6 5判斷是否已指示清除。如 φ 有指示，在步驟S 3 6 6清除行走面警告資料，即，刪除資 料而結束處理。另一方面，在步驟S 3 6 5未指示清除時， 則跳過步驟S3 66而結束處理。 再者，在圖33之步驟S326，將行走面警告資料傳送 至於維護伺服器4，但是，於接收其行走面警告資料之維 護伺服器4中，藉由實行與主控制裝置1 〇 〇相同的處理， 顯不如圖3 5所不之行走面檢查畫面，使行走面1 8之狀態 爲可確認亦可。或在維護伺服器4更詳細解析行走面警告 # 資料亦可。在維護伺服器4確認下段行走面1 8之狀態， 從伺服器管理者對設置有遊戲機2之店舖的操作員催促清 掃等亦可。傳送線寬度檢查資料至維護伺服器4，在維護 伺服器4作成行走面警告資料，進行基於此之行走面檢查 畫面的顯示或警告的顯示亦可。 在以上之形態，於平台1 5之天板1 7的背面側設置有 供電面20，但是，本發明係也可適用於供電面設置於其他 位置之場域單元。藉由內藏電池使自走車行走，對於伴隨 此而省略供電面之場域單元，本發明也可適用。升降驅動 -40- 1303184 裝置係作爲致動器不限於使用油壓缸者。例如，將電動機 的迴轉動作藉由齒棒小齒輪（rack pini on )機構、滾珠螺 桿（ball screw)機構等之運動交換機構，變換成上部構 造體的升降動作亦可。上段行走面係爲水面亦可。 關於本發明之場域單元係並不限於適用於實行賽馬遊 戲之遊戲機者。本發明係不限於與網路連接之遊戲機，對 於與網路分離之獨立（stand-alone )型的遊戲機之場域單 元亦可適用。 【圖式簡單說明】 [圖1 ]揭示組入關於本發明的一形態之遊戲機的遊戲 系統之槪略構成圖。 [圖2]平台上升時之場域單元的立體圖。 [圖3]平台上升時之場域單元的側面圖。 [圖4]平台下降時之場域單元的立體圖。 [圖5]平台下降時之場域單元的側面圖。 [圖6]場域單元的分解立體圖。 [圖7]揭示由下往上圖2的VII部之狀態的立體圖。 [圖8]揭示設置於場域單元之天板的剖面圖、及行走 其等之行走面的自走車及模型之圖。 [圖9]揭示設置於下段行走面上之誘導線及磁性計測 線之圖。 [圖10]設置於下段行走面的周回路徑之平面圖。 [圖11 ]周回路徑的彎道區間之擴大圖。 -41 - 1303184 _ [圖12]揭示自走體的內部構造之圖。 [圖1 3 ]自走體之仰視圖。 [圖14]沿圖13之XIV-XIV線之剖面圖。 [圖1 5 ]線感測器之擴大前視圖。 [圖16]線感測器之擴大仰視圖。 [圖1 7 A]揭示自走體行走直線區間時，磁性感測器之 輸出與磁性計測線的關係之圖，亦爲揭示磁性感測器與磁 φ 性計測線的關係之圖。 [圖1 7B]揭示自走體行走直線區間時，磁性感測器之 輸出與磁性計測線的關係之圖，亦爲揭示磁性感測器與各 檢測部之輸出的關係之圖。 [圖18 A]揭示自走體行走彎道區間之最內周以外的跑 道時，磁性感測器之輸出與磁性計測線的關係之圖，亦爲 揭示磁性感測器與磁性計測線的關係之圖。 [圖18B]揭示自走體行走彎道區間之最內周以外的跑 φ 道時，磁性感測器之輸出與磁性計測線的關係之圖，亦爲 揭示磁性感測器與各檢測部之輸出的關係之圖。 [圖19]揭示遊戲機之控制系的槪略構成之圖。 [圖20]揭示設置於自走車的控制系之區塊圖。 [圖21]揭示關於自走車的進度、橫斷方向之位置及方 向之控制的槪念之圖。 [圖22]自走車控制裝置之功能區塊圖。 [圖23]揭示於進度管理部中之進度管理的順序之流程 -42- 1303184 [圖24]揭示於目標速度運算部中之目標速度的運算順 序之流程圖。 [圖2 5 ]揭示反轉計算數、反轉基準時間、殘留時間及 進度不足量的關係之圖。 [圖26]揭示於方向管理部中之方向管理的順序之流程 圖。 [圖27]揭示於方向補正量運算部中之方向補正量的運 φ 算順序之流程圖。 [圖2 8]揭示於跑道管理部中之跑道管理的順序之流程 圖。 [圖29]揭示相對於誘導線之線感測器的位置的偏離與 線感測器之輸出的關係之圖。 [圖3 0]揭示於跑道補正量運算部中之跑道補正量的運 算順序之流程圖。 [圖3 1]揭示於線寬度檢查部中之線寬度的檢查順序之 φ 流程圖。 [圖3 2]揭示從自走車控制裝置傳送線寬度檢查資料至 主控制裝置的順序之流程圖。 [β 33]揭示於主控制裝置中之線寬度檢查資料管理的 順序之流程圖。 34]揭示於主控制裝置中之行走面檢查管理的順序 之流程圖。 3 5]揭示行走面檢查畫面的一例之圖。 [ffl 36]揭示於主控制裝置中之維護模式時的處理之流 -43- 1303184 程圖。 【主要元件符號說明】 1 :遊戲系統 2、2A〜2C :遊戲機 3 :中央伺服器 4 :維護伺服器 φ 4a :維護記憶部 5 :維護客戶端 6 :通訊網路 10 :筐體 1 1 :場域單元 1 2 :遊戲站單元 1 3 :監視器單元 1 3 a :主監視器 φ 14 :基座 14a :承接部 14A〜14C、15A〜15C :子單元 15 :平台 1 6、1 7 :天板 1 8 :下段行走面 1 9 :上段行走面 S P :空間 2 0 :供電面 -44 1303184 2 1 :平台驅動裝置（升降驅動裝置） 22 :油壓缸（致動器） 22a :活塞桿 22b :缸管 23 :油壓產生裝置 24 :調節器裝置 24a :調節器 φ 24b :調節器承接部 30 :自走車 3 0a :前端部 3 0b :後端部 3 1 :模型 3 2 :線薄片 3 3、4 0 :磁鐵（永久磁鐵） 34 :誘導線 φ 3 5 :周回路徑 3 5 a :直線區間 3 5b :彎道區間 3 6 :磁性計測線 3 7 :絕對位置指示裝置 3 8 :指示燈 4 1 A :下部單元 4 1 B :上部單元 4 2 :驅動輪 -45- 1303184 44F、44R、 49F、49R :輔助輪 4 3 :電動機 45 :導引軸 46 :螺旋彈簧 47 :車輪 4 8 :供電刷 φ 5 0 :線感測器 5 1 :絕對位置檢測感測器 52 :磁性感測器 5 3 :發光部 5 4、5 8 :受光部 55 :感測器陣列 5 6 :成像鏡頭 60 :檢測部 φ 80 :賽道整體圖 81 :點 100 :主控制裝置 1 〇 1 :通訊單元 102 :中繼裝置 1 1 0 :自走車控制裝置 1 1 1 :旋轉感測器 1 1 2 :送訊部 1 1 3 :收訊部 -46- 1303184 1 1 4 :通訊控制電路 1 1 5 :電動機驅動電路 120 :遊戲資訊解析部 1 2 1 :進度計數器 122 :進度管理部 123 :跑道計數器 124 :跑道管理部 φ 125 :旋轉計數器 126 :方向管理部 127 :目標速度運算部 128 :速度設定部 129 :速度FB補正部 1 3 0 :跑道補正量運算部 1 3 1 :方向補正量運算部 1 3 3 :速度比設定部 φ 1 3 6 :線寬度檢查部 -47-1303184 Step S301 determines whether the inspection data has been transmitted from the self-propelled vehicle 30. When it is judged that there is a transmission, the process proceeds to step S032, and the transmitted line data is stored in its own memory device, and the flow returns to step S301. The period during which the data is sent is set in the period of control of the horse racing game; for example, the appropriate day after the end of the competition can be used as the delivery period. Fig. 3 is a flow chart showing the management of the line width inspection data carried out by the main control unit 1 in an appropriate period after the line width inspection data in order to manage the inspection data transmitted from the self-propelled vehicle 30. In the initial step S 3 2 1 of FIG. 3, the main control device parses the line width inspection data received from the self-propelled vehicle 30, and provides warning data. In the next step S322, the running surface is memorized in the main control device. 100 memory devices. The line width inspection system records the line width and the line measurement position (progress and runway number), which are identified as the valley, and counts at each detection position. The data for associating the detection position with the number of detections is The walking surface warns the information and remembers. Omission of the calculation of the number of detections The measurement position is also maintained on the walking surface warning data. Or, in the omitting calculation, only the number of detections is kept at the detection position of the walking surface warning data, and it is not necessarily the same as the magnetic measurement line 36: 1:1, and the adjacent two or more magnetic measurement lines are concentrated. The detection position can also be identified. In this situation, the amount of information on the walking surface can be reduced. Or, as shown in Fig. 1 〇, as shown by the dotted line, 3 5 is divided into Z 1~Z 1 0, and the number of detections per area is calculated, and then ,, the degree of inspection is not affected, and the width is checked. The walking information is reported to the data, and the inspection is performed only for the detection position. It is necessary to be the back path of the 1 data. The detection time -37- 1303184. The number of data associated with the area is also available as the warning material for the walking surface. Referring back to Fig. 33, after the walking surface warning data is memorized, the process proceeds to step S3 2 3, and the amount of data of the running surface warning data is confirmed. In the next step S32, it is judged whether or not the amount of data exceeds a certain allowable amount. When the allowable amount is exceeded, the warning flag is set to 1 in step S 3 25, and the running surface warning data is transmitted to the maintenance server 4 in the next step S 3 2 6, and the processing is terminated. On the other hand, if the determination is negative in the step S32, the warning flag is set to 0 in the step φ S327, and the processing is terminated. Fig. 3 is a flow chart showing the processing procedure of the running surface inspection management performed by the main control unit 1 in order to display the running surface inspection screen based on the running surface warning data to the operator (manager) of the gaming machine 2. This processing is performed, for example, when the game machine 2 is controlled in a mode for maintenance management based on an operator's instruction. In the initial step S 3 4 1 of Fig. 3, the main control unit 100 determines whether or not the warning flag is set to 1. If the setting is 1, the process proceeds to step S3, and a specific warning display is performed. The warning display, for example, contains a message prompting the operator to check or clean the running surface. If the warning flag is not set to 1, step S342 is skipped. In the next step S343, the running surface warning data is read, and in step S344, the running surface inspection screen based on the running surface warning data is displayed to end the processing. The walking surface inspection screen can be constructed as shown, for example, in FIG. In this example, the entire track of the track path 35 is displayed on the screen display plane, and the detection position of the track map 80 is superimposed and displayed. The number of detections can be made identifiable by changing the display state of the point 8 1 in response to the number of detections. In Fig. 3, the number of detections increases, the more the -38 - 1303184 ^ enlarges the diameter of the point 81. However, the color of the point 8 1 may be changed depending on the number of times of detection. Further, by revealing an area where the number of detections exceeds a certain threshold 不 in a state different from other areas, it is possible to more clearly reveal an area requiring an operator to inspect or clean. In the example of Fig. 35, the regions Z4, Z9, and Z; 1 are not shown in the same manner as the other regions, and it is necessary to check whether or not the regions Z4, Z9, and Z10 need to be inspected or cleaned. Further, by the regions Z4 and Z9 and Z10 being expressed in different states, it is revealed that the necessity of inspection or cleaning for the regions φ Z4 and Z9 is higher than that of the region Z10. Furthermore, the walking surface inspection screen is not limited to the example of FIG. Omit point 8 1 and only reveal areas that need to be inspected or cleaned. The display change of each area is omitted, and only the detection position caused by the point 81 is revealed. The detection position is not limited to a point, and may be indicated by an appropriate indicator. The overall track map 80 is displayed as a perspective view, and a bar graph indicating the height of the number of detections may be displayed at the detection position. In Fig. 34, when the operator instructs the display of the running surface inspection screen #, the warning flag is checked to determine whether or not the warning display is required. However, the warning display is not limited thereto and may be performed at an appropriate timing. For example, when the game machine 2 is started, the amount of data of the warning information on the running surface is discriminated, and when the allowable amount is exceeded, the warning is not displayed. When the warning display is displayed, the operator can confirm whether or not the walking surface inspection screen is displayed. Fig. 3 is a flow chart showing the processing procedure of the maintenance mode executed by the main control unit when the maintenance mode is instructed by the operator to instruct the maintenance of the lower traveling surface 18. When the maintenance mode is instructed, the main control unit 100 is in the initial step S361, giving the platform drive unit 21 • 39-1303184. Referring to Fig. 3) the start instruction causes the platform 15 to rise. By raising the platform 15, a sufficient space is created between the lower running surface 18 and the power supply surface 20, and the operator can easily perform inspection and cleaning of the lower running surface 18. In the next step S3 62, it is judged whether or not the operator has instructed the end of maintenance, and if there is an instruction, it proceeds to decision step S63, causing the platform 15 to descend. In the next step S 3 64, it is checked to the operator whether or not the running surface warning data is cleared, and it is judged in the next step S365 whether or not the clearing has been instructed. If φ is instructed, the running surface warning data is cleared in step S366, that is, the data is deleted and the processing is ended. On the other hand, when the clearing is not instructed in step S365, the process is terminated by skipping step S366. Further, in step S326 of FIG. 33, the traveling surface warning data is transmitted to the maintenance server 4, but in the maintenance server 4 that receives the warning information of the running surface, the same operation as that of the main control device 1 is performed. In the processing, the walking surface inspection screen shown in Fig. 3 is not displayed, and the state of the running surface 18 can be confirmed. Or in the maintenance server 4, the walking surface warning can be analyzed in more detail. When the maintenance server 4 confirms the state of the lower running surface 18, the server manager may urge the operator of the shop in which the gaming machine 2 is installed to perform cleaning or the like. The transmission line width inspection data is sent to the maintenance server 4, and the maintenance server 4 creates a walking surface warning data, and displays a display or a warning based on the walking surface inspection screen. In the above embodiment, the power supply surface 20 is provided on the back side of the sky plate 17 of the platform 15. However, the present invention is also applicable to a field unit in which the power supply surface is provided at another position. The present invention is also applicable to a field device in which the power supply surface is omitted by the built-in battery. Lifting drive -40- 1303184 The device is not limited to the use of hydraulic cylinders as actuators. For example, the turning operation of the motor may be converted into the lifting operation of the upper structure by a motion switching mechanism such as a rack pini on mechanism or a ball screw mechanism. The upper walking surface is also water surface. The field unit of the present invention is not limited to those suitable for a game machine that implements a horse racing game. The present invention is not limited to a game machine connected to a network, and a field unit of a stand-alone type game machine that is separate from the network can also be applied. BRIEF DESCRIPTION OF THE DRAWINGS [Fig. 1] A schematic block diagram of a game system incorporating a game machine according to an aspect of the present invention is disclosed. [Fig. 2] A perspective view of a field unit when the platform is raised. [Fig. 3] A side view of a field unit when the platform is raised. [Fig. 4] A perspective view of a field unit when the platform is lowered. [Fig. 5] A side view of the field unit when the platform is lowered. [Fig. 6] An exploded perspective view of a field unit. Fig. 7 is a perspective view showing a state of a portion VII of Fig. 2 from the bottom to the top. Fig. 8 is a cross-sectional view showing a sky plate provided in a field unit, and a diagram of a self-propelled vehicle and a model for walking the traveling surface. Fig. 9 is a view showing a guide line and a magnetic measurement line provided on a lower running surface. [Fig. 10] A plan view of a circumferential path provided on the lower traveling surface. [Fig. 11] An enlarged view of the curve section of the circumferential path. -41 - 1303184 _ [Fig. 12] A diagram showing the internal structure of the self-propelled body. [Fig. 1 3] A bottom view of the self-propelled body. Fig. 14 is a cross-sectional view taken along line XIV-XIV of Fig. 13. [Fig. 1 5] An enlarged front view of the line sensor. [Fig. 16] An enlarged bottom view of the line sensor. [Fig. 1 7 A] reveals the relationship between the output of the magnetic sensor and the magnetic measurement line when the self-propelled body travels in a straight section, and also shows the relationship between the magnetic sensor and the magnetic φ measurement line. [Fig. 1 7B] A diagram showing the relationship between the output of the magnetic sensor and the magnetic measurement line when the self-propelled body travels in a straight section, and also shows the relationship between the magnetic sensor and the output of each detection unit. [Fig. 18A] A diagram showing the relationship between the output of the magnetic sensor and the magnetic measurement line when the runway other than the innermost circumference of the self-propelled walking curve section is revealed, and also reveals the relationship between the magnetic sensor and the magnetic measurement line. Picture. [Fig. 18B] A diagram showing the relationship between the output of the magnetic sensor and the magnetic measurement line when the φ channel is run outside the innermost circumference of the walking curve section of the self-propelled body, and also discloses the magnetic sensor and each detecting unit. A diagram of the relationship of the output. Fig. 19 is a diagram showing a schematic configuration of a control system of a game machine. FIG. 20 is a block diagram showing a control system provided in a self-propelled vehicle. Fig. 21 is a diagram showing the complication of the progress of the self-propelled vehicle, the position of the traverse direction, and the direction. [Fig. 22] Functional block diagram of the self-propelled vehicle control device. [Fig. 23] Flow of the sequence of progress management disclosed in the progress management unit - 42 - 1303184 [Fig. 24] A flowchart showing the operational sequence of the target speed in the target speed calculation unit. [Fig. 2 5] A diagram showing the relationship between the number of inversion calculations, the inversion reference time, the residual time, and the insufficient amount of progress. Fig. 26 is a flow chart showing the sequence of direction management in the direction management unit. Fig. 27 is a flow chart showing the order of calculation of the direction correction amount in the direction correction amount calculation unit. [Fig. 28] A flow chart showing the sequence of runway management in the runway management department. [Fig. 29] A diagram showing the relationship between the deviation of the position of the line sensor with respect to the induction line and the output of the line sensor. [Fig. 30] A flow chart showing the operational sequence of the runway correction amount in the runway correction amount calculation unit. [Fig. 31] A flowchart showing φ of the inspection order of the line width in the line width inspection portion. [Fig. 3 2] A flow chart showing the sequence of transferring the line width inspection data from the self-propelled vehicle control device to the main control device. [β 33] A flow chart showing the sequence of line width inspection data management in the main control unit. 34] A flow chart showing the sequence of walking surface inspection management in the main control unit. 3 5] A diagram showing an example of a walking surface inspection screen. [ffl 36] A flow of processing disclosed in the maintenance mode in the main control device - 43 - 1303184. [Main component symbol description] 1 : Game system 2, 2A to 2C: Game machine 3: Central server 4: Maintenance server φ 4a: Maintenance memory unit 5: Maintenance client 6: Communication network 10: Housing 1 1 : Field unit 1 2 : Game station unit 1 3 : Monitor unit 1 3 a : Main monitor φ 14 : Base 14a : Receiving portions 14A to 14C, 15A to 15C : Subunit 15 : Platform 1 6 , 1 7 : Sky 1 8 : Lower walking surface 1 9 : Upper running surface SP : Space 2 0 : Power supply surface -44 1303184 2 1 : Platform drive (lifting drive) 22 : Hydraulic cylinder (actuator) 22a : Piston rod 22b: cylinder tube 23: hydraulic pressure generating device 24: regulator device 24a: regulator φ 24b: regulator receiving portion 30: self-propelled vehicle 3 0a: front end portion 3 0b: rear end portion 3 1 : model 3 2 : line Sheet 3 3, 4 0 : Magnet (permanent magnet) 34 : Induction line φ 3 5 : Cycle path 3 5 a : Line section 3 5b : Curve section 3 6 : Magnetic measurement line 3 7 : Absolute position indicating device 3 8 : Indicator light 4 1 A : Lower unit 4 1 B : Upper unit 4 2 : Drive wheel -45 - 1303184 44F, 44R, 49F, 49R: Auxiliary wheel 4 3 : Motor 45 : Guide shaft 46 : Coil spring 47 : Wheel 4 8 : Power supply brush φ 5 0 : Line sensor 5 1 : Absolute position detecting sensor 52 : Magnetic sensor 5 3 : Light-emitting portion 5 4, 5 8 : Light-receiving portion 55: Sense Array of detectors 6 6 : imaging lens 60 : detection unit φ 80 : overall track of the track 81 : point 100 : main control device 1 〇 1 : communication unit 102 : relay device 1 1 0 : self-propelled vehicle control device 1 1 1 : Rotary sensor 1 1 2 : Transmitting unit 1 1 3 : Receiving unit - 46 - 1303184 1 1 4 : Communication control circuit 1 1 5 : Motor drive circuit 120 : Game information analysis unit 1 2 1 : Progress counter 122 : schedule management unit 123 : runway counter 124 : runway management unit φ 125 : rotation counter 126 : direction management unit 127 : target speed calculation unit 128 : speed setting unit 129 : speed FB correction unit 1 3 0 : runway correction amount calculation unit 1 3 1 : Direction correction amount calculation unit 1 3 3 : Speed ratio setting unit φ 1 3 6 : Line width inspection unit -47-