Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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BACKGROUND OF THE INVENTION
The present invention relates to a geometrical
instrument and method for traversing and surveying a
surface. Specifically, a method and vehicle are dis-
closed for providing data from which thxee-dimensional
coordinates of a large number of points along the path
of the vehicle on a surface may be calculated. The
data provided by such a vehicle and method may be used
in large-scale land surveys, for example, as a part of
flood control analysis or as an aid in highway design.
The method may also be used to profile existing roads
or to provide reference points for use in conjunction
with the preparation of topographical and/or planimetric
maps from aerial photographs.
Rnown wheeled devices for road or railroad
vehicles have been provided for measuring parameters of
the surface over which the vehicles travel. Such
devices are illustrated for example in U.S. Patent No.
3,594,912 to Sauterel, U.S. Patent No. 3,263,332 to
Plasser, and 8elgian Patent No. 562,683 to Maysounave.
These devices are, however, designed to measure the
8urface contour over which the vehicle passes with
respect to immediately adjacent road or track areas and
do not provide data from which locational coordinates
or points on the vehicle path can be determined.
Accordingly, it is an object of the present
invention to provide a survey vehicle for providing
data from which locational coordinates of points on the
vehicle path can be determined.
It is another object of the present invention
to provide a method for surveying a surface to determine
three-dimensional coordinates of points along a path on
the surface.
Rnown surveying devices, adapted to be carried
by a land vehicle, employ gyro systems or compasses to
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provide reference data from which locational coordinates
of the vehicle may be calculated. Such systems are
illustrated, for example in U.S. Patent No. 3,604,119
to Inoue, and U.S. Patent No. 3,002,282 to Rumrill. A
commercial system employing an inertial platform coupled
with gyroscopes and accelerometers has been built by
Litton Guidance and Control Systems. See "Results of
Tests Using An Inertial Rapid Geodetic Survey System
(RGSS)", Proceedinqs of the American Congress on
Surveyinq and Mapping, 37th Annual Meeting, p. 100,
Library of Congress Catalog No. 50-33534. Such systems
use the gyroscope to provide fixed reference data. The
position of thé vehicle is determined by measuring
movement of the vehicle with respect to the reference
data.
Such systems have a disadvantage in that they
are difficult and expensive to abricate due, principally,
to the complexity and close tolerances required to
construct an operable inertial platform for terrain
surveys similar to that employed in missile guidance
systems. In operation, the gyroscopic systems have
several disadvantages. First, start up of the system
necessitates the time consuming process of initializing
the gyroscopes. Secondly, the vehicle must be stopped
at intervals throughout the survey to permit the system
to compensate for precession of the gyroscopes. Finally,
rapid acceleration and deceleration of the vehicle,
such as that produced when the vehicle is driven over
chuck holes, tend to destabilize the gyroscopes with
consequent degradation of the survey measurements.
Accordingly, it is an object of the present
invention to provide an automatic high-speed surveying
device which is inexpensive to fabricate.
It is another object of the present invention
to provide a survey vehicle and method which does not
employ one or more gyroscopes to provide a reference
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for determination of locational coordinates of the
vehicle.
It is another object of the present invention
to provide a survey vehicle device which may be continu-
ously moved over a surface to make measurements from
which three-dimensional coordinates of points on the
path of travel may be determined.
It is another object of the present invention
to provide a survey vehicle which may be moved over a
surface to produce data from which three-dimensional
coordinates of points on the path of the vehicle may be
calculated, which vehicle produces accurate data which
i8 unaffected by rapid acceleration or deceleration of
the vehicle during travel along the path.
Other known vehicle mounted survey devices
employ one or more pendulums as sources of a reference
axis. Such devices are illustrated for example in U.S.
Patent No. 2,647,323 to Johnson et al, and U.S. Patent
No. 2,552,890 to Eisler. Such systems have the disad-
vantages, inter alia, that (1) ~hey measure only the
elevation of the vehicle; and (2) the quality of their
measurements is degraded by acceleration and deceleration
of the vehicle which disturbs the equilibrium of the
pendulum.
Accordingly, it is another object of the
present invention to provide a survey vehicle and
method which does not employ a pendulum or other gravity
sensitive means to provide a reference direction for
determination of locational coordinates of the vehicle.
These and other objects and features will
become apparent from the following description when
read with the claims and the appended drawings.
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THE DRAWINGS
Figure 1 is a pictorial view in partial
cross-section of an electromechanical survey vehicle
embodiment of the present invention.
Figure 2 is a cross-sectional view of the
embodiment of Figure 1 taken along line 2-2;
Figures 3a-c, 4a-c and 5a-c are sequential
stick diagrams illustrating the operation of a survey
vehicle embodiment of the present invention;
Figure 6 is a schematic block diagram of an
electronic data recording device for use with a survey
vehicle cf the present invention;
Figure 7 is a schematic block diagram illus-
trating details of the data recording device shown in
Figure 6;
Figure 8 is a schematic diagram of a zero
ind5cator and up/down counter such as may be employed
in the data recording device of Figure 6;
Figure 9 is a schematic diagram of a portion
of a FIFO stack circuit such as may be employed in the
data recording device of Figure 6;
Figure 10 is a schematic diagram of a control
circuit such as may be employed in the data recording
~ device of Figure 6; and
: Figure 11 is a schematic diagram of a tape
write control circuit such as may be employed in the
data recording device of Figure 6.
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DETAILED DESCRIPTION
To facilitate an understanding of the embodi-
ments of the present invention, the following description
~8 divided into four parts: -
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I. A Preferred Embodi~-nent of the Survey
Vehicle of the Present Invention
II. ~etermination of Locational Coordi-
nates From Data Measured on the
Survey Vehicle
III. A Device for Recording Data Measure~
on the Survey Vehicle
IV. Processing of Data Measured by the
Preferred Embodiment of the Sur~ey
Vehicle to Calculate Locational
Coordinates Along tlle Survey Path
An object of the below-described system is to
measure, record and process information which may
provide three-dimensional coordinates of specific
points along the vehicle path. Such data may be used
by surveyors, engineers, photogrammatrists, etc.
Though the system is described in connection ~ith a
survey vehicle adapted to be moved over the surface of
the terrain to be surveyed, it will be understood that
the survey vehicle is adapted for providing locational
coordinates of virtually any surface, e.g., the floors
of bodies of water or the surface of extraterrestrial
bodies, such as the moon. -
As used herein, the phrase "three-dimensional
coordinate" is used in its most general sense to identify
a parameter which may be used to describe a location with
respect to a reference coordinate system. Such a
reference coordinate system may be a rectilinear coordi-
nate system, a spherical coordinate system, a cylindrical
coordinate system, etc.
I. A PREFERRED EMBODIMENT OF A SURVEY VE~ICLE OF
TIIE PRESENT INVENTION
Referring to Figure 1, an electromechanical
survey vehicle embodiment of the present invention is
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denoted generally by the numeral 20. The vehicle
includes a first member or front main member 22, having
a reference axis A-A, adapted to be movably supported
on the surface to be surveyed. A second or rear main
member 24, having a reference axis B-B, is likewise
adapted to be movably supported on the surface to be
surveyed. The first and second members are articulated
end to end for movement relative to one another. This
articulation may be accomplished by coupling the members
22 and 24 to gimbal structure 26 through a gimbal frame
28 so that the first and second members are pivotable
with respect to each other about first axes C-C and G-G
and a second, nonparallel axis, D-D. ~The axis C-C is
coaxial with Encoder #2; the axis G-G is coaxial with
Encoder #l; the axis D-D is coaxial with Encoder #3.~
In the preferred embodiment of the invention, the first
axes C-C and G-G are generally perpendicular to the
second axis D-D.
; In an alternate embodiment of the invention
the first and second members may be pivotable about
only axis C-C or G-G and Encoders #1 and #2 may be
replaced with a single encoder which measures the sum
of the angles measured by Encoders #1 and #2.
, The survey vehicle embodiment of Figure 1 may
include means for measuring the angular orientation of
the first member 22 and the second member 24 with
respect to a gimbal frame 28 in a plane perpendicular
to the axes C-C and G-G. Such a measuring means may
include Encoder #1 and Encoder #2 located along the
first axes C-C and G-G. In the preferred embodiment,
Encoders #1 and #2 are optical angular encoders such
as the Itek-RI 35, marketed by Itek Measurement Systems.
The Itek-RI 35 is an example of a conventional optical
angular encoder. In some forms the optical angular
encoder employs a rotating grid or wheel. The grid or
wheel periodically blocks a light beam as the grid or
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wheel rotates. The blocking is detected by an optical
detector such as a photo-transistor. Similarly, Encoder
#3 may be provided to measure angular changes in orienta-
tion between the first member 22 and the second member
24 in a plane perpendicular to the second axis D-D.
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The first member 22 and the second member 24
may be supported on the surface by a first wheel means
32, a second wheel means 34, and a third wheel means
36. In an alternate embodiment, the members could be
supported by other means such as ground engaging skids.
The first wheel means 32 may include a first wheel 38
and a second wheel 40 coaxially mounted on a first
axle. The first axle 42 may be mounted to the first
member 22 for pivoting about the axis A-A so that both
wheels 38 and 40 may remain in contact with uneven
terrain. Changes in the orientation of the first axle
42 with respect to the first member 22 in a plane
perpendicular to the axis A-A may be measured by Encoder
~4 which may be of the type previously described. The
axle 42 may be pivotable about an axis E-E, to facilitate
steering of the vehicle.
The second wheel means 34 may include a first
wheel 44 and a second wheel 46 coaxially mounted on a
split second axle 48 which may be coupled to the gimbal
frame 28. The third wheel means 36 may include a first
wheel 50 and a second wheel 52 coaxially mounted on a -
third axle 54. The third axle may be mounted to the
second member 24 for pivoting about axis B-B and about
axis F-F in a manner similar to that first axle.
The distance traveled by the vehicle 20 may
be measured by an odometer device 58 coupled to one or
more of the vehicle wheels. The odometer 58 may include
at least one idler wheel 60 rotated by movement of the
second wheel means 34. The rotary motion of the idler
wheel 60 may be transmitted by a mechanical transmission
device 64 to Encoder #5 which may be an optical angular
encoder, similar to the encoders previously described.
The survey vehicle 20 may be pulled along a
path on the surface to be surveyed by means of a tow
bar 66 coupled to the first axle 42. The second wheel
means 34 and third wheel means 35 may be coupled to the
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first wheel means 32 so that the second and third wheel
means track the first wheel means as the vehicle move~
along a path on the surface. This tracking function
may be facilitated by coupling the first wheel means 32
to the second wheel means 34 by a first connecting
member 68 pivotably attached to a first end portion 70
of the first axle 42 and pivotably attached to an end
portion 72 of the second axle 48 on the opposite side
of the vehicle from the end portion 70. To facilitate
tracking, the pivotable attachment of the member 68 to
the end portion 70 should be approximately the same
distance from the axis A-A measured along the axis of
the axle 42 as the distance of the attachment of the
: end portion 72 is from the axis A-A measured along the
axis D-D. The second wheel means 34 may be coupled to
the third wheel means 36 by means of a second connecting
member 74 pivotably attached to the end portion 72 of
the second axle member 48 and pivotably attached to an
end portion 76 of the third axle member 54 on the
opposite side of the vehicle from the end portions 72.
Similarly, to facilitate tracking, the pivotable attach-
ment of the member 74 to the end portion 72 should be
approximately the same distance from the axis A-A
measured along the axis D-D, as the distance of the
attachment to the end portion 76 is from the axis B-B
measured along the axis of the axle 54. Alternatively,
a first additional connecting member (not shown) may be
provided to couple end 78 of the first axle member 42
and end 80 of the second axle member 48. A second
additional connecting member (not shown) may be provided
to connect the end 80 of the second axle member 48 to
an end 82 of the third axle member 54. The points of
attachment of the additional members may be bilaterally
symmetrical to those of the members 72 and 74. By use
of the additional connecting members the stability and
structural strength of the survey vehicle may be enhanced.
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Figure 2 is a cross-sectional view of the
embodiment of Figure 1 taken along the line 2-2 wherein
features of the vehicle are identified with the same
reference numerals as used in Figure 1. The first or
front main member 22 is pivotably mounted to the second
or rear main member 24 by means of the gimbal structure
25 for pivoting about axes C-C, G-G and D-D. The split
second axle 48 may be attached to the gimbal frame 28.
The wheels 44 and 46 may be pivotably mounted to the
axle segments 48 of the second axle for rotation about
the axis D-D. Changes in the angular orientation of
the first member 22 with respect to the second member
24 in a plane perpendicular to the axis C-C and G-G may
be measured by Encoders #1 and #2.
Changes in angular orientation of the first
member 22 with respect to the second member 24 in a
plane perpendicular to the axis D-D may be measured by
Encoder #3.
The distance through which the vehicle is
moved may be measured by the odometer 58. The odometer
58 may include the idler wheels 60 mechanically coupled
by the transmission device 64 to Encoder #5. It will
be understood that rotation of the wheels 44 and 46
will in turn rotate the idler wheels 60, which rotation
will be measured by Encoder #5.
II. DETERMINATION OF LOCATIONAL COORDINATES FROM DATA
MEASVRED ON THE SURVEY VEHICLE CHASSIS
A method for determining locational coordinates
of a survey path from data measured by the above-
described vehicle chassis will now be described in
connection with Figures 3a-c through Sa-c. The Figures
are sequential schematic views of a survey vehicle 200,
such as that discussed in connection with Figures 1 and
2, moving along an arbitrary path 202 on the surface to
be surveyed. Parts a, b and c of each of Figures 3-5
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are pictorial, plan, and side views, respectively, of
the vehicle in the same position. Thus, for example,
Figures 3a, 3b and 3c are merely different views of the
vehicle in the same position. In Figure 3a, the survey
vehicle 200 is shown in an initial position. In this
position, locational parameters of the vehicle are
measured, for example, by conventional surveying tech-
niques. The three-dimensional coordinates of a reference
point on the vehicle such as point Xl, Yl, Zl may be
determined from the measured locational parameters.
The locational parameters may also be sufficient to
determine the orientation of axis B-B of a second
member 216 of the vehicle with respect to a reference
coordinate system. Such information may be obtained,
for example, by measuring the X and Y coordinates of
point 206 and measuring the elevations of each of
wheels 212, 214, 222 and 224.
While the vehicle 200 is in its initial
position, measurements are taken from the optical
angular encoders to determine the orientation of the
axis A-A of the first member 204 with respect to the
axis B-B of the second member 216. This may be accom-
plished, as illustrated in Figure 3b, by measuring the
angular orientation of the first member 204 with respect
to the second member 216 in the plane of Figure 3b.
Similarly, as shown in Figure 3c, the angular orienta-
tion between the first member 204 and the second member
216 may be measured in a plane generally perpendicular
to that of Figure 3b.
! 30 It will be readily apparent that the three-
dimensional coordinates of the point X2, Y2, Z2' may
be determined from the measured locational parameters
of the second member in its initial position and from
the measured changes in the angular orientation of the
first member with respect to the second member in the
planes of Figures 3b and 3c.
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Once the initial measurements are taken, the
vehicle 200 may be moved a predetermined distance to
the position shown in Figure 4a. The predetermined
distance is the length of the first member 204. The
vehicle is moved in such a way that wheels 212 and 222
will follow closely in the path of wheel 208 and wheels
214 and 224 will follow closely in the path of wheel
210. The second member 216 is substantially the same
length as the first member 204. Thus, after the vehicle
i8 moved the predetermined distance equal to the length
of one of the members, wheels, 212, 214, 222, and 224
will be located nearly exactly on the spots where
wheels 208, 210, 212 and 214 were located in the initial
position. It follows that the second member 216 will
then be located in the same position as the first
member 204 was before the vehicle was moved. After the
vehicle has moved the predetermined distance, changes
in the orientation of the first member 204 with respect
to the second member 216 may be measured. These angular
changes are illustrated in Figures 4b and 4c. It will
be readily apparent that the three-diminsional coordi-
nates of the point X3, Y3, Z3, may be determined from
the measured locational parameters of the first member
in its initial position and from the measured changes
in the angular orientation of the first member with
respect to the second member in the planes of Figures
4b and 4c.
In the same fashion, the vehicle may again be
moved forward from the position in Figure 4a, a distance
equal to the length of one of members, so that it is
located as shown in Figure 5a. Once again, changes in
the angular orientation of the first member 204 with
respect to the second member 216 may be measured. From
these measurements the three-dimensional coordinates of
the point X4, Y4, Z4, may be determined.
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It will be rcadily undcrstood that the pro
jections of points X2, ~ Z2; X3~ Y3~ Z3; and 4~ 4
Z~, on the sur~ace of the path 202 may bc calculated by
ta)sin~ into account the dimensions o~ the wheels and
orientations of the axles. In this manner the vehicle
may be e~ployed to provide data for calculating tlle
threc-dimensional coordinates of a series o~ points,
spaced at regular intervals along the survey path 202.
It should be noted that the exact orientations
of the sccond and third axles of the vehicle will be
determined by the connecting or steering members 68 and
74 oE Figure 1 and the response of the vehicle as it
proceeds along the path over the terrain. No attempt
has been made to exactly depict the orientations of the
axles in the examples of Figures 3-5.
It will also be understood that the measure-
ments of the change in orientation of the first and
second members may be made autGmatically each time the
vehicle moves the predetermined distance so that the
véhicle may provide survey data while being moved
continuously along any arbitraly path.
III. A DEVICE FOR RECORDING DATA MEASURED ON THE
PREFERRED EMBODIMENT OF THE SURVEY VEHICLE
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A portable battery-powered recording system
may ba provided to record the data obtained by the
optical angular encoders of the survey vehicle described
in connection with Figures 1 and 2. The recording
device may be used to record data in two different
modes: automatic and manual. In the automatic mode
digital data from Encoders #1, #2, #3, and #4 are
stored whenever Encoder #5 indicates that the vehicle
has traveled the length of one of the members 22 and 24.
Advantageously, a coupling may be provided between the
wheels 44 and 46, such that Encoder #5 passes through
its zero point each time the vehicle is moved the
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predetcrmined distance. In the manual mode, data
from all five enco~ers are stored by manual actuation
of a switch on t}le data recording device.
Figure 6 is a schematic block diagram of a
data recording device which may be used to record data
provided by a surve~ vehicle such as described in
connection with Figures 1 and 2. The device may include
circuitry for registering the actual angular position
of Encoders #1, #2, #3, and ~4 and for sequentially
storing on tape the digital signals related in value to
the angular positions at predetermined intervals along
the survey path.
Encoders ~1, #2, #3, #4, and #5 are incremental
and therefore each requires up/down counters 250 to
register their position. On command from the control
circuit 252, data readings from each of the up/down
counters are placed on the data buses 254. The control
~' circuit 252 also controls the loading of data from the
data buses 254 into either a first FIFO~stack 256 or a
secon~ FIFO stack 258, on a first-in first-out basis.
Data loaded in the FIFO stacks 256 and 258 is supplied
to permanent storage 260 which may include for example,
a cassette tape recorder for sequentially recording the
data. A manual preset control 262 may be used for
entering the initial locational parameters of the
vehicle measured by conventional techniques.
Figure 7 is a schematic block diagram illus-
trating details of the data recording device shown in
Figure 6. In order to simplify discussion of the data
recordiny device, only the circuitry associated with
Encoder #l is shown in the figure.
Three output signals are produced by each of
the encoders: a zero-point signal, a clockwise signal
and a counter-clockwise signal. A zero-indicator such
as zero-indicator 264 may be provided to indicate when
the zero-point has been passed. The zero-indicator 264
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is shown in greater detail in Figure 8. The three
output signals from the encoder 29 may be applied to
the up/down counter 266. In operation, each of the
five encoders are manually rotated through their zero-
points to initialize their respective counters. Once
this has been accomplished, the incrementing and decre-
menting output signals of the encoders (CW, CCW) are
counted by the up/down counter which then provides a
digital signal related in value to the angular position
of the encoder. When the distance measuring Encoder #S
passes through its zero-point, the control circuit 268
applies a LOAD signal to the up/down counters such as
the counter 266. The LOAD signal causes the signal
related in value to the angular posltion of each of the
encoders to be loaded in bit registers associated with
each of the up/down counters.
A DATA ENTER signal from the control circuit
268 may be sequentially applied to each of the up/down
counters. Responsive to the DATA ENTER signal, the
up/down counters may place the signal stored in their
associated bit registers on data buses 1 through 15
(DBL - DB15).
The control circuit 268 may provide a CLOCK
signal to one of the FIFO stacks 256 and 258 which
enables the FIFO stack to store the data on the data
buses on a first-in first-out basis. The control
circuit may also provide a READ signal to the other of
the FIFO stacks which causes the FIFO stack to provide
a data signal to write control section 270. The write
control section 270 may apply the data signal to the
tape heads of a digital cassette recorder 272. The
write control section also controls the tape transport
of the digital cassette recorder 272.
Initial locational coordinates of the vehicle ~ -
may be entered into permanent storage by means of the
manual preset and enter circuit 274. The manual preset
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and enter circuit may include four diyital switches for
applying a data signal to the data bUSeS DB1 - DB15.
The signals provided by the manual preset and entcr
circuit 274 may be stored by the digital cassctte
recorder 272.
An end control circuit 276 may be provided.
Actuation of the end control circuit 276 may cause the
remaining data in the FIFO stacks to be recorded by the
digital cassette recorder 272 and permit the rewinding
of the tape.
Figure 8 is a schematic diagram of a zero
indicator and an up/down counter such as may be employed
in the data recording device of Figure 6. The output
singals from one of the angular encoders is applied to
the terminals ZERO, CW and CCW. The ZERO POINT signal
from each of the encoders is applied to the ZERO terminal
of its respective up/down counter. A light emitting
diode 280 provides a visible indication when the encoder
has passed its zero point. The ZERO POINT signal is
also cperative to initialize up/down counter integrated
circuits 282.
The CW and CCW signals from the encoder are
applied to increment and decrement the counters 282
responsive to rotation of the encoders. A digital
signal, related in value to the instantaneous angular
position of the encoder may be loaded into bit register
integrated circuits 284 responsive to a LOAD signal
received from the control circuit of the device. The
digital signal stored in the shift register integrated
circuit 284 may be applied to data buses 1 through 15
responsive to a DATA ENTER signal applied to the up/down
counter circuit by the control circuit.
Figure 9 is a schematic diagram of a portion
of a FIFO stack circuit such as may be employed in the
FIFO stacks 256 and 258 of Figure 6. Responsive to a
CLOCK signal from a control circuit, data signals on
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data buses l through 15 are entered on quad 64 bit
shift rcgisters 286. Responsive to a R~AD signal from
the cont:rol cirucit, data storcd in th~ shift registcr
286 is sequentially read out of the FIFO sta~k on a
first-in irst-out basis.
Fisure 10 is a schematic diagram of a control
circuit such as may be employed in the data recording
device of Figure 6. The control circui~ may include a
timing sub-circuit 288 for sequencing data acquisition
and storage in the device. An up/down counter control
circuit 290 may provide the LOAD and DATA signals
responsive to either a manual STORE signal or a ZERO
POINT signal from the fifth encoder. A FIFO stack
control circuit 292 sequences the reading and sto-ring
o~ data into and out of the two FIFO stacks. Data read
from the FIFO stacks is applied to the write control
ci~cuit.
Figure 11 is a schematic diagram of a write
control circuit such as may be employed in the data
recording device of Figure 6. A zero sensing sub-
circuit 294 provides a READY signal responsive to ZERO
POINT signals from the five encoders. A sub-circuit
296 of the write control circuit includes a timing
circuit to phase and code the tape head. Sub-circuit
296 provides the data signal to the tape head. A -
second sub-circuit 298 controls the speed and direction
of the tape transport.
The following are descriptions of the inte-
grated circuit units employed in the various circuits
shown in Figures 8-ll.
; Identification No. Description
4009 Quad 2 Input Nor
4011 Quad 2 Input Nand
4013 Dual D Flip Flop
4014 8 Bit Shift Register
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Identification No. Description
4017 Decade Counter
4019 Quad And/Or Select
4022 Octal Counter
4024 7 Stage Ripple
Counter
4029 Up/Down Counter
4040 12 Bit Binary
Counter
4047 Monostable Multi-
vibrator
4049 Hex Buffer
4076 ~ 4 Bit Register
4731 Quad 64 Bit Shift
Register
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; It will be understood that other systems may
be devised to measure and store the orientational data
provided by the survey vehicle of the present invention.
The system described in connection with Figures 6-11 is
presented only as an illustrative example of a system
which may be used in conjunction with the preferred
embodiment of the survey vehicle illustrated in Figures
1 and 2.
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IV. PROCESSING OF DATA MEASURED BY THE PREFERRED
EMBODIMENT OF THE SURVEY VEHICLE TO CALCULATE
LOCATIONAL COORDINATES ALONG THE SURVEY PATH
Data recorded on tape by the above described
recording device may be read by a general purpose
digital computer and processed to calculate locational
coordinates along the survey path. The following
computation steps may be used to calculate the locational
coordinates.
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-- .
~1371~)
- 13 -
In order to properly accomplish the compu-
tations utilizing the angular and locational information,
the data must be changed into a directly useable form.
The first 17 steps, of the following program facilitate
the entering of data and checking the validity of a
part of this data. The following outline of computation
steps includes all computation steps for data relating
to the initial location of the survey vehicle and data
relating to orientation of the front main member (FMM)
and rear main member (RMM) at locations spaced the
predetermined distance along the path of the vehicle.
Some computation steps apply only to the initial station,
other only to following automatic stations, and most to
both.
~1371~)
-- 20 --
Computation Steps for Initial Station
Computation Memory
Step No. Address
1 Store Encoder #l angle (El) with
+ or - sign in
2 Store angle with ~ or - sign in 2
(The angle refers to the angle
between the principal axis of the
RMM and the horizontal. Initial
field leveling information of the
middle, and rear axles is easily
converted into the initial angle
The elevation of the ends of the
middle axle are averaged to determine
the elevation of the front end of the
RMM. The elevations of the ends of
the rear axle are averaged to deter-
mine the elevation of the rear end
of the RNM. The difference in
elevation between the front and rear
- ends of the RMM divided by the length
of the RMM equals the sine of angle
from which angle is determined and
entered as computation Step 2.)
3 Store angle with + or - sign in 3
(The angle refers to the angle
between the principal axis of the
second or middle axle and the hori-
zontal. Initial field leveling
information of the middle axle is
easily converted into the initial
angle . The difference in elevation
of the ends of the middle axle
- divided by the axle length between
the axle ends equals the sine of
angle , from which angle is
determined and entered as computation
Step 3. A positive angle is clockwise
from horizontal when viewed from the
rear of the chassis and a negative
angle is counter clockwise from
horizontal when viewed from the rear
of the chassis.)
4 Store Encoder #3 angle (E3) with
I or - sign in 4
.
- , ,. : .
- . .: ' : . : . '
- ~ . . . : .
- . : :
S~1371~
- 21 -
Computation Memory
S~cp ~o. Address
__ _ ___
Store Encoder #2 angle (~2) with
or - sign in 5
6 Store initial Z value in 6
(The elevation of the center of the
middle axle frame, the front "end" of
the RM~I, and the rear "end" of the
FMM, which are all the same common
point, is determined by averaging the
field determined elevations of the
ends of the middle axle frame and
entered as the initial Z value in
computation Step 6.)
7 Store Encoder ~4 angle (E4) with
+ or - sign in 7
8 Store initial X coordinate in 8
9 Store initial Y coordinate in 9
(The initial X and Y coordi.nates of
the center of the middle axle frame,
- the front "end" of the RMM, and the :
:` rear "end" of the FMM which are all
the same common pOi31t, is determined
by placing this point of the chassis
: over a point on the surface being
negotiated, whose X and Y coordinate
. values are then entered as computation
Steps 8 and 9.)
Store aximuth of Rear Main Member
; 30 (RMM) in 10
(The aximuth of the RMM is determined
in the field at the initial station
by standard surveying procedures and
entered as computation Step 10.
This is the clockwise angle in degrees
from north, of the RMM observed from
the back toward the front.)
11 Store the length of a main member in 11
12 Store station identification from
computer keyboard entry in 12
13 Store station identification from
field entry onto data tape in 13
.
, .'. ::
- . , . : :
. . , .- : :
-
1~1371~
- 22 -
Computation Memory
Step No. Address
14 Store Encoder ~5 value in 14
15 Store initial station of 00, 000.000 15
in
16 Compare ~tation identifications from
Steps 12 and 13 to determine if they
are the same 16
17 Check if Encoder #5 value from Step
14 is zero 17
18 Determine the cosine of 1, to 18
19 Determine the sine of , sine of 2,
to - 19
Steps 20 through 23 are skipped at
the initial station
24 Determine the sine of 3, to 24
Steps 25 and 26 are skipped at the
initial station
27 Determine the cosine of 3, to 27
28 Divide 19 by 27, to 28
.
29 Determine the sine of 1, to 29
30 Determine the tangent of 3, to 30
31 Multiply 29 times 30, to 31
32 Algebraically subtract 31 from 28,
to 32
33 Divide 32 by 18, to 33
34 Determine the angle whose sine is
33, to - 34
35 Divide 29 by 27, to 35
36 Multiply 19 times 30, to 36
37 Algebraically subtract 36 from 35,
38 Determine the cosine of 2, to 38
: ' ~- :. . ~
.
. ~:
:
:, . ~ ': . : ' ..
. .
~11371~
- 23 -
Computation Memory
Step No. Address
39 Divide 37 by 38, to 39
40 Determine the angle whose sine is
39, to 40
41 Algebraically add 34 and 4, to 41
42 Determine the cosine of 5, to 42
43 Determine the sine of 41, to 43
44 Mu~tiply 42 times 43, to 44
45 Determine the sine of 5, to 45
46 Multiply 45 times 30, to 46
47 Algebraically.subtract 46 from 44,
to
48 Multiply 47 times 27, to 48
; 49 Multiply 48 times 48, to 49
50 Subtract 49 from 1.0000000, to 50 `
51 Determine the square root of 50,
to 51
52 Multiply 48 times 11, to 52
53 Multiply 51 times 11, to 53
54 Divide 45 by 27, to 54
Multiply 47 times 24, to 55
56 Algebraically add 54 and 55, to 56
57 Divide 56 by 51, to 57
58 Determine the angle whose sine is
57, to 58
59 Algebraically add 53 and 15, to 59
60 Algebraically add 10, and 40, and
58, to 60
61 Determine the sine of 60, to 61
' ~''
1~1371~
- 24 -
Computation Memory
$tep No. Address
62 Multiply 53 times 61, to 62
63 Determine the cosine of 60, to 63
64 Multiply 53 times 63, to 64
Algebraically add 62 and 8, to 65
66 Algebraically add 64 and 9, to 66
67 Algebraically add 52 and 6, to 67
68 Multiply 45 times 48 to 68
69 Algebraically add 6~ and 24, to 69
~ 70 Divide 69 by 42, to 70
71 Determine the angle whose sine is - .
70, to 71
72 Determine the tangent of 71, to72
73 Multiply 72 times 51, to 73
74 Determine the angle whose tangent
is 73, to 74
75 Algebraically add 74 and 7, to 75
76 Determine the tangent of 75, to76
77 Divide 76 by 51, to 77
78 Determine the angle whose tangent
is 77, to 78
79 Print in this order as a group, 12,
15, 6, 8, and 9 and store as a block
of output
Print in this order as a group, 59,
67, 65, and 66 and store as a block
of output
With initial and second station information
computed, printed out and stored in memory, the initial
station computations are complete.
.
- ., .
.
::, - ~ ~
1~1371~;)
- 25 -
Co~_ut.~tiGn St~ for Subsequent I.ocations
_._ ____ _
(For both manually selected stops and locati~ns
automatically selected by movement of the
vehicle through the predctermined distance)
Computation M~mory
Step No. _dress
1 Store Encoder #1 angle (E1) with
+ or - sign in
2 Not used, as needed trig functions
are available from last station
computations
3 This remains blank until 26 is
complete and ~ has been removed, to 3
4 Store Encoder #3 angle (E3) with
+ or - sign, in 4
Store Encoder #2 angle ~E2) with
+ or - slgn, in 5
6 Move Z from Step 67, of last station,
to 6
; 20 7 Store Encoder # 4 angle (E4) with
+ or - sign, in 7
8 Move X coordinate from Step 65, of
last station, to 8
9 Move Y coordinate from Step 66, of
last station, to g
Move azimuth of Rear Main Member
(RMM) from Step 60 of last station,
to 10
11 Keep the length of a main member in
this step 11
12 - Is not used
13 At selected stops ONLY, store
~ identification from field enty onto
; data tape, in 13
~ ', . ': : ' - -
:-
'
.
~1371~
- 26 -
Computation Memory
_ Step No. Address
14 At selected stops ONLY, store Encoder
t5, value, in 14
Move stationing from Step 59, of last
station, to 15
16 Is not used
17 Move Step 78, of last station, to 17
18 Determine the cosine of 1, to 18
19 Move sine from Step 48 of last
station, to 19
20 Determine the tangent of 1, to 20
21 Multiply 20 times 19, to 21
22 Determine the sine of 17, to 22
23 Algebraically add 22 and 21, to 23
24 Multiply 18 times 23, to 24
25 Determine the angle whose sine is
24, to 25
26 Move 25, to 26
27 Determine the cosine of 3, to 27
28 Divide 19 by 27, to 28
29 Determine the sine of 1, to 29
30 Determine the tangent of 3, to 30
31 Multiply 29 times 30, to 31
32 Algebraically subtract 31 from 28,
to . 32 ::
33 Divide 32 by 18, to 33
34 Determine the angle whose sine is 33,
to
Divide 29 by 27, to 35 ~:
:: ' - , : ' ~ : ' ' ' '. :
' ' , ' ' : ~ - ~ ' ' ' '~ '
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.
1~1371~
- 27 -
Computation Memory
steP No. Address
36 Multiply 19 times 30, to 36
37 Algebraically subtract 36 from 35,
38 Move Step 51, of last station to 38
39 Divide 37 by 38, to 39
40 Determine the angle whose sine is
39, to 40
41 Algebraically add 34 and 4, to 41
42 Determine the cosine of 5, to 42
43 Determine the sine of 41,-to 43
44 Multiply 42 times 43, to 44
45 Determine the sine of 5, to 45
46 Multiply 45 times 30, to 46 .
47 Algebraically subtract 46 from 44,
48 Multiply 47 times 27, to 48
49 Multiply 48 times 48, to 49
50 Subtract 49 from 1.0000000, to 50
51 Determine the square root of 50, 51
52 Multiply 48 times 11, to . 52
53 Multiply 51 times 11, to 53
54 Divide 45 by 27, to 54
Multiply 47 times 24, to 55
56 Algebraically add 54 and 55, to 56
57 Divide 56 by 51, to 57
58 Determine the angle whose sine is
57, to 58
. ~
:
,. .. : . . . .
111~71~
- 28 -
Computation Memory
Step No. Address
S9 Algebraically add 53 and 15, to 59
60 Algebraically add 10, and 40, and
58, to 60
61 Determine the sine of 60, to 61
62 Multiply 53 times 61, to 62
63 Determine the cosine of 60, to 63
64 Multiply 53 times 63, to 64
65 Algebraically add 62 and 8, to 65
66 Algebraically add 64 and 9, to 66
67 Algebraically add 52 and 6, to 67
68 Uultiply 45 times 48, to 68
69 Algebraically add 58 and 24, to 69
70 Divide 69 by 42, to 70
71 Determine the angle whose sine is
70, to 71
72 Determine the tangent of 71, to 72
73 Multiply 72 times 51, to 73
74 Determine the angle whose tangent
is 73, to 74
75 Algebraically add 74 and 7, to 75
76 Determine the tangent of 75, to 76
77 Divide 76 by 51, to 77
78 Determine the angle whose tangent
is 77, to 78
79 Is not used
80 Print in this order as a group, 59.
67, 65 and 66 and store as a block
: 30 of output
:
- .
1ll3~7l~
- 29 -
This provides for complete computations for
all locations following the second location. The
foregoing computations may be employed to provide the
X, Y, and Z coordinates of a series of points, spaced
apart the predetermined distance, along the path of the
survey vehicle.
The principles, preferred embodiments, and
modes of operation of the present invention have been
described in the foregoing specification. The invent-
ion which is intended to be protected is not, however,
to be construed as limited to the particular formsdisclosed, since these are to be regarded as illustrative
rather than restrictive. Variations and changes may be
made by those skilled in the art without departing from
the spirit and scope of the present invention.
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