U.S. patent application number 11/479193 was filed with the patent office on 2007-01-04 for model railroad control and sound systems.
Invention is credited to Frederick E. Severson.
Application Number | 20070001058 11/479193 |
Document ID | / |
Family ID | 37588316 |
Filed Date | 2007-01-04 |
United States Patent
Application |
20070001058 |
Kind Code |
A1 |
Severson; Frederick E. |
January 4, 2007 |
Model railroad control and sound systems
Abstract
A model train accessory controller is connectable to a DC power
pack having a throttle to apply a power signal to a set of train
tracks. The controller includes a switching device, which is in
electrical communication with the power pack and the train tracks,
to reverse a polarity of the power signal on the train tracks. The
controller includes an input, and a processor in electrical
communication with the switching device. The processor receives a
command from the input to produce, by control of the switching
device, a digital command having a series of sequential reversals
in the polarity of the power signal.
Inventors: |
Severson; Frederick E.;
(Beaverton, OR) |
Correspondence
Address: |
STOEL RIVES LLP
900 SW FIFTH AVENUE
SUITE 2600
PORTLAND
OR
97204-1268
US
|
Family ID: |
37588316 |
Appl. No.: |
11/479193 |
Filed: |
June 30, 2006 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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60695600 |
Jun 30, 2005 |
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Current U.S.
Class: |
246/1R |
Current CPC
Class: |
A63H 19/32 20130101;
A63H 19/24 20130101 |
Class at
Publication: |
246/001.00R |
International
Class: |
A63H 19/24 20060101
A63H019/24 |
Claims
1. A model train accessory controller connectable to a DC power
pack having a throttle to apply a variable power signal to a set of
train tracks, the controller comprising: a switching device in
electrical communication with the power pack and the train tracks
to reverse a polarity of the power signal on the train tracks; an
input; and a processor in electrical communication with the
switching device, the processor to receive a command from the input
to produce, by control of the switching device, a digital command
comprising a series of sequential reversals in the polarity of the
power signal.
2. The controller of claim 1, further comprising: a device driver
in electrical communication with the switching device and with the
processor, the device driver to receive commands from the processor
and to effectuate the sequential reversals in polarity of the power
signal by driving the switching device.
3. The controller of claim 1, wherein the switching device
comprises a relay.
4. The controller of claim 3, wherein the relay is a double-pole,
double-throw relay.
5. The controller of claim 1, wherein the switching device
comprises an active bridge circuit.
6. The controller of claim 1, further comprising: a memory to store
a plurality of commands received from the input.
7. The controller of claim 1, wherein the input comprises a
plurality of buttons, which correspond to unique digital
commands.
8. The controller of claim 7, wherein at least one button is a
toggle horn switch.
9. The controller of claim 7, wherein the plurality of buttons are
organized and function so as to substantially mimic the control
panel of a prototype locomotive.
10. The controller of claim 1, further comprising: a power booster
in electrical communication with the switching device and the
tracks, to increase the power of the power signal.
11. A model train accessory controller connectable to a DC power
pack having a throttle to apply a variable power signal to a set of
train tracks, the controller comprising: means for supplying a
power signal to the train tracks in proportion to the throttle
voltage; means for automating the reversal of a polarity of the
power signal; means for receiving a user command input; and means
for controlling the reversal of the polarity of the power signal in
response to the user command, in which the power signal includes a
digital command comprising a series of sequential reversals in the
polarity of the power signal, wherein the digital command
corresponds to an executable feature of a remote object located on
the train tracks.
12. The controller of claim 11, wherein the means for automating
the reversal of the polarity of the power signal comprises a
relay.
13. The controller of claim 11, wherein the means for automating
the reversal of the polarity of the power signal comprises an
active bridge circuit.
14. A model railroad system comprising: a power pack having a
throttle to apply a variable power signal to a set of train tracks;
a switching device in electrical communication with the power pack
and the train tracks to reverse a polarity of the power signal on
the train tracks; an input; and a processor in electrical
communication with the switching device, the processor to receive a
command from the input to produce, by control of the switching
device, a digital command comprising a series of sequential
reversals in the polarity of the power signal.
15. The system of claim 14, further comprising: a device driver in
electrical communication with the switching device and with the
processor, the device driver to receive commands from the processor
and to effectuate the sequential reversals in polarity of the power
signal by driving the switching device.
16. The system of claim 14, further comprising: a memory to store a
plurality of commands received from the input.
17. The system of claim 14, further comprising: a power booster in
electrical communication with the switching device and the tracks,
to increase the power of the power signal.
18. The system of claim 14, wherein the input is configured to
toggle on and off through use of a single press or a double press
action.
19. The system of claim 14, further comprising: a remote object
located along the tracks and comprising an on-board receiver, the
on-board receiver in electrical communication with the power
signal, to receive the digital command and to direct the remote
object to execute a feature affiliated with the digital
command.
20. The system of claim 19, wherein the input comprises a plurality
of buttons, which correspond to a plurality of features executable
by the remote object.
21. The system of claim 19, wherein the remote object further
comprises an on-board controller in electrical communication with
the on-board receiver, the on-board controller to receive the
digital command from the on-board receiver and direct the remote
object to execute the feature affiliated therewith.
22. The system of claim 19, further comprising: a receiver in
electrical communication with the processor, to receive a remote
signal from the remote object.
23. The system of claim 22, wherein the remote object further
comprises: an on-board transmitter in electrical communication with
the on-board controller, the on-board transmitter to send the
remote signal.
24. The system of claim 23, wherein the remote signal is sent in
response to the processor requesting a program option (POP)
setting.
25. The system of claim 23, wherein the remote signals are sent in
response to the processor requesting a status of the state of the
remote object.
26. The system of claim 14, wherein the switching device comprises
an active bridge circuit.
27. The system of claim 14, wherein the switching device comprises
a relay.
28. The system of claim 27, further comprising: a plurality of
controllers, each comprising the switching device, the input, and
the processor, wherein the plurality of controllers are connected
in electrical series, thereby being capable of passing digital
commands between the plurality of controllers, and wherein one of
the plurality of controllers is connectable to the power pack and
another of the plurality of controllers is connectable to the train
tracks.
29. The system of claim 28, wherein the power pack comprises a
tethered walk-around throttle having bi-directional communication
capabilities.
30. The system of claim 28, wherein the power pack comprises a
wireless walk-around throttle having bi-directional communication
capabilities.
Description
RELATED APPLICATION DATA
[0001] This application claims priority to U.S. Provisional Patent
Application Ser. No. 60/695,600, entitled "Model Railroad Sound and
Control System," filed Jun. 30, 2005, which is herby incorporated
by reference.
TECHNICAL FIELD
[0002] The field of the present disclosure relates generally to
model railroad systems, and more specifically, but not exclusively,
to operational and simulated sound control systems for model
railroads.
BACKGROUND INFORMATION
[0003] The model railroading industry is seeing a rapid advancement
in technology. For many years the motor in all DC powered
locomotives simply connected to a track pickup and the power was
provided by a variable DC power pack. Making a model locomotive go
fast or slow was simply a matter of applying more voltage to the
track and changing direction was accomplished by changing the
polarity on the track. Today, end users need more than a basic
understanding of electricity and electronics. With modern command
control systems, users need to understand basic digital technology,
signal transmission, programming CV's (configuration variables),
trouble shooting motor drives and decoders, ID numbers, etc.
[0004] Command control started with Lionel's high frequency
electronic set in 1946 to control ten different functions of the
locomotive and rolling stock, including reversing the direction of
the locomotive. There was no real advance in train control until
the 1970's when transistor technology opened up new possibilities.
A number of viable and commercial command control systems were
introduced in the 1980's but serviced a small segment of the market
due to its technological complexities and confusion over the
variety of methods being sold. In 1994, the NMRA (National Model
Railroad Association) established a method of transmitting digital
signals that became the standard for the Digital Command Control
(DCC) in the U.S.
[0005] Command control took a different path for 60 Hz AC powered
trains when Lionel introduced their Train Master Command Control
(TMCC) system in 1994. This method transmits radio signals to
receivers in the locomotives to control speed, direction, and
features independently for each train. AC powered trains like
Lionel's three-rail O'Gauge and two-rail American Flyer S'Gauge
trains have continued to use the same technology first developed in
1906. Because of their universal AC/DC motors and power pickup
methods, AC powered trains require greater power and produce more
electrical noise than the more efficient DC powered trains
introduced in the 1950's. For this reason, direct transmission of
electrical control signals down the track for AC powered trains has
been more difficult than for DC powered trains. Although NMRA DCC
has been tried with AC three-rail tracks, it has not proved very
reliable or popular. The TMCC system avoids the noise problems of
AC powered trains by direct radio transmission. QSI.RTM., the
assignee of the present application, developed a digital
transmission method that flows down the track using plus and minus
DC superimposed on AC track power to overcome this noisy
environment, which is described in U.S. Pat. No. 4,914,431 ('431
patent). Later, QSI.RTM. proposed a command control system using
the positive and negative lobes of AC power to transmit digital
signals, which is described in U.S. Pat. No. 5,773,939. In 2000,
M.T.H. (Mike's Train House) Electric Trains.RTM. introduced their
Digital Command System (DCS) with high-speed digital signals
superimposed on the AC track.
[0006] Methods for electric motor control and servo loops to
maintain motor speed at a desired setting have been available from
the early 1960's, now with applications to model railroading. Back
EMF (or BEMF) and tachometer-based feedback servo motor control
applications have also been used in model railroading.
[0007] Some applications have sought to signal from a remote object
(such as the locomotive, rolling stock, turnout, or other
accessories) back to a base station having the locomotive controls.
Because a model railroad track is used for both power and
signaling, the power movement down the track generally creates an
electrically noisy and low impedance environment that can make
signaling back to the base station difficult. Therefore different
types of signals, other than full voltage DCC type waveforms, have
been employed to communicate from the remote object to the base
station or user. For instance, the Pacific Fast Mail (PFM) Company
in about 1984 used a cam on-board the locomotive to change the
impedance for an RF signal transmitted from the base station as the
locomotive moved. This information was used to synchronize a chuff
sound generated by the PFM sound module to play out through a
speaker in the locomotive.
[0008] In on-board locomotive sound systems developed by QSI.RTM.
in 1991, sound from the remote object was used as a communication
medium. In this case, a series of clink or clank sounds were used
as a code to indicate the locomotive's status. Later, when more
on-board memory was available, recorded verbal messages were used
to communicate to the user. In 1993, the NMRA issued a draft
Recommended Practice for acknowledgement pulses in operation mode
using a 250 KHz signal to provide acknowledgement on the contents
of registers used in DCC decoders in Operation Mode. In 1999,
Lionel introduced their Rail Scope.TM. Video Camera System, which
sent back video information from cameras inside the locomotive down
the track to a TV monitor at the control center. This provided a
view of the layout that would be seen by a miniature engineer in
the locomotive. Later, Lionel demonstrated their video system with
sound as well as video transmitted back from the locomotive.
[0009] Methods for direct digital bi-communication through the
rails has been discussed and documented by the NMRA working group
since 1994. QSI.RTM.'s U.S. Pat. No. 5,448,142 ('142 patent),
column 37, lines 44-60, describes what would be needed to send
information back down the track, and in particular mentions the
need for "redundant data transmission and error correction
techniques." Various other techniques have since been developed
that use bi-directional communication systems, which include
frequency-based systems, a current-loop method, and a
spread-spectrum method. However, to date, no bi-directional
communication system has been proposed for analog DC or
conventional AC operation other than sending BEMF voltage from the
locomotive's motor back to the controller.
[0010] Downloadable code was available in many embedded system
products in the 1980's. In 1985, Microfield Graphics.TM. had a
graphics card that required the operating code to be downloaded on
power up. The development of FLASH memory in 1984 by Toshiba.RTM.
lead to embedded system products in 1988 that could retain
downloaded software in system memory. Intel.RTM. also announced
FLASH memory in 1988.
[0011] In was a natural extension to employ downloading methods to
embedded systems within on-board model train electronics.
Discussions regarding reprogramming and downloading software began
in the late 1980's when microprocessor technologies were beginning
to appear in model train products. The Lenz LE130 DCC decoder had
pins on the circuit board to allow downloadable code in 1988. The
QS-1 on-board sound system by QSI.RTM. had long term memory that
allowed programming through the track of behavioral parameters in
1991. In 1994, the NMRA issued a "Recommended Practice" to download
data into DCC decoder-equipped locomotives on the track in service
mode into the decoders long-term memory. Also in 1994, North Coast
Engineering.TM. advertised that their throttles and decoders could
be upgraded through programming. As the price of FLASH memory
became more affordable, complete downloading of code and sound
became possible for model railroad products. In 1984, QSI.RTM.
specified a new application specific integrated circuit (ASIC)
design that had provision for downloading both code and sound into
on-board FLASH memory from an external programmer.
[0012] Analog or conventional train control uses variable DC
voltage on the track to control the speed of the train for most
two-rail model trains or variable 50 or 60 Hz AC voltage to control
the speed of most three-rail trains. Power sources for DC are
usually described as "power packs" while power sources for AC
trains are called "transformers." The greatest technology advances
in model train control, however, has been in the area of digital
control to operate remote control features. Different methods have
been employed for AC and DC powered trains.
[0013] For many years, the only remote control signal for AC
powered trains, besides interrupting the power for direction
change, was a DC signal superimposed on the AC track power to blow
a horn or whistle. The '431 patent describes using the operating
state of the locomotive along with applications of positive and/or
negative DC voltages superimposed on the AC track voltage as remote
control signals to expand the operational capability of
conventional AC powered trains.
[0014] Lionel had previously used these plus and minus DC remote
control signals superimposed on AC track to control only two
features, the bell and the horn (or whistle) sounds in the
locomotive. QSI.RTM. introduced an on-board Sound and Train Control
(S&TC) product for three-rail AC powered trains called QS-1 in
1991, which also used plus and minus DC signals to operate the horn
and bell sounds, but added programming capability, remote coil
coupler operation, and other features, using the teachings of the
'431 patent. The QS-1 system was modified in 1994 for M.T.H.'s
ProtoSound-1 system. QSI.RTM. later added improved versions of
their S&TC system called "QS-2" introduced in 1996, "QS-2+" in
1997, and "QS-3000" in 1999. In 1992, Dallee Electronics designed a
Sound and Control add-on unit for AC powered trains, which was
introduced to AC operators in 1998 as the LocoMatic.RTM. by Atlas
O, LLC The LocoMatic.RTM. sends digital information to the train to
control the different features under AC conventional control.
[0015] Standard DC powered trains were even more limited in
operation than AC powered trains. Before the 1990's, the only
remote control capability was to change the direction of the
locomotive by changing the polarity on the track. In September
1995, QSI.RTM. was granted the '142 patent for using a Polarity
Reversal (PR) and Polarity Reversal Pulses (PRP's) as remote
control signals along with the state of the locomotive for feature
and train control of DC powered trains. This technique allows use
of standard power packs to control a variety of train control
features without requiring the operator to buy additional equipment
or learn a complicated new system. The end user may purchase a
locomotive equipped with QSI.RTM.'s electronic S&TC, take it
home, place it on the user's layout and be able to control the horn
or whistle, bell, direction, Doppler effect, programming of
locomotive behavior, etc., from the throttle and reversing switch
on a standard power pack. In addition, these locomotives also have
DCC capability for advanced operation using a DCC command
station.
SUMMARY OF THE DISCLOSURE
[0016] Various embodiments are described herein directed to systems
and methods for control and simulated sound in model railroad
systems. According to one embodiment, a model train accessory
controller is connectable to a DC power pack, which has a throttle
to apply a power signal to a set of train tracks. The controller
includes a switching device, which is in electrical communication
with the power pack and the train tracks, to reverse a polarity of
the power signal on the train tracks. The controller includes an
input, and a processor in electrical communication with the
switching device. The processor receives a command from the input
to produce, by control of the switching device, a digital command
having a series of sequential reversals in the polarity of the
power signal. The switching device may include, but is not limited
to, a relay or an active bridge circuit.
[0017] According to another embodiment, a model train accessory
controller is connectable to a DC power pack having a throttle to
apply a power signal to a set of train tracks. The controller
includes means for supplying a power signal to the train tracks in
proportion to the throttle voltage; means for automating the
reversal of a polarity of the power signal; means for receiving a
user command input; and means for controlling the reversal of the
polarity of the power signal in response to the user command, in
which the power signal includes a digital command having a series
of sequential reversals in the polarity of the power signal, such
that the digital command corresponds to an executable feature of a
remote object located on the train tracks.
[0018] According to yet another embodiment, a model railroad system
includes a power pack having a throttle to apply a power signal to
a set of train tracks. A switching device is in electrical
communication with the power pack and the train tracks to reverse a
polarity of the power signal on the train tracks. The system
includes an input and a processor in electrical communication with
the switching device. The processor receives a command from the
input to produce, by control of the switching device, a digital
command having a series of sequential reversals in the polarity of
the power signal. The switching device may include, but is not
limited to, a relay or an active bridge circuit.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] The present embodiments will become more fully apparent from
the following description and appended claims, taken in conjunction
with the accompanying drawings. Understanding that the accompanying
drawings depict only typical embodiments and are therefore not to
be considered to limit the scope of the disclosure, the embodiments
will be described and explained with specificity and detail in
reference to the accompanying drawings, herein described.
[0020] FIGS. 1A and 1B display a basic DC power pack.
[0021] FIGS. 2A, 2B, and 2C display graphs of different analog
waveforms from basic DC power packs.
[0022] FIGS. 3A and 3B display typical waveforms from fixed voltage
accessory outputs on common DC power packs.
[0023] FIGS. 4A and 4B display waveforms for a Polarity Reversal
and a Polarity Reversal Pulse remote control signals on a variable
amplitude analog DC track voltage.
[0024] FIGS. 5A and 5B display a DC SideKick controller: a
two-button box for producing Polarity Reversal and Polarity
Reversal Pulses.
[0025] FIG. 6 displays a block diagram of the SideKick controller
of FIG. 5.
[0026] FIG. 7 displays an advanced SideKick controller with analog
programming buttons added.
[0027] FIG. 8 displays a block diagram for an advanced SideKick
controller design.
[0028] FIG. 9 displays a waveform of Type 2 signaling.
[0029] FIG. 10 displays an envelope of Type 2 signaling
waveform.
[0030] FIG. 11 displays an envelope showing Type 3 signaling.
[0031] FIG. 12 displays an envelope showing an improvement in speed
for Type 3 signaling by eliminating an end of word time out.
[0032] FIGS. 13A and 13B display a Multi-Button Add-on (MBA)
controller attached to a basic power pack.
[0033] FIG. 14 displays a block diagram of an MBA controller.
[0034] FIG. 15 displays a block diagram of an alternative MBA
controller design using an active bridge instead of a relay.
[0035] FIG. 16 displays a diagram of a number of MBA controllers
using relays wired in series to provide control at different parts
of a layout without signal loss.
[0036] FIG. 17 displays a basic design of a Variable-Amplitude
Full-Wave DC analog power pack design.
[0037] FIG. 18 displays a basic design of a Phase-Modulated Sine
Wave DC analog power pack design.
[0038] FIG. 19 displays a basic design of a Pulse Width Modulated
(PWM) DC analog power pack design.
[0039] FIG. 20 displays a waveform for a PWM-type power pack where
bi-directional digital information is shown transmitted during the
off periods of the PWM duty cycle.
[0040] FIG. 21 displays a waveform of bi-directional communication
of the type shown in FIG. 20 combined with PRP Encoding (Polarity
Reversal Pulse Encoding).
[0041] FIG. 22 displays a waveform showing opposite polarity for
bi-directional transmissions with PWM-type track voltage.
[0042] FIG. 23 displays a schematic of a bi-directional transmitter
on a remote object using an on-board voltage source for
transmission during off periods of the track voltage waveform.
[0043] FIG. 24 displays a schematic of the bi-directional
transmitter shown in FIG. 23 with a model of a standard pure DC
power pack to illustrate some problems with using this method.
[0044] FIG. 25 displays a schematic of a bi-directional transmitter
on a remote object using an on-board current source for
transmission during off periods of the track voltage waveform.
[0045] FIG. 26 displays a schematic of the bi-directional
transmitter of FIG. 25 where the track condition is a simple
resistive load.
[0046] FIG. 27 displays a schematic of the bi-directional
transmitter of FIG. 25 where the track condition is a negative DC
voltage to TRK1 with respect to TRK2.
[0047] FIG. 28 displays a schematic of the bi-directional
transmitter of FIG. 25 where the track condition is a positive DC
voltage to TRK1 with respect to TRK2.
[0048] FIG. 29 displays another embodiment of the bi-directional
transmitter of FIG. 25 that prevents damage under certain track
voltage conditions.
[0049] FIG. 30 is a block diagram of a bi-directional receiver with
a DC power pack.
[0050] FIG. 31 is a block diagram of a bi-directional receiver in a
remote object.
[0051] FIG. 32 displays a DC power pack waveform envelop with dense
high data rate digital signals shown being transmitted during off
periods of the PWM-type power pack.
[0052] FIG. 33 displays an expansion of the off period of the track
waveform displayed in FIG. 32, showing a frequency shift keying
(FSK) method being used to transmit bi-directional digital
data.
[0053] FIG. 34 displays an example of how the variable off-time of
a PWM analog track power signal can interrupt bi-directional
digital data transmission.
[0054] FIG. 35 displays a block diagram of "Rolling Quantum," an
on-board feature control and sound system for general application
in any remote object on a layout but particularly suitable for
rolling stock.
[0055] FIG. 36 displays a coupler design showing a method to
measure drawbar tension and compression using optical means.
[0056] FIG. 37 displays a cross-sectional view of the coupler of
FIG. 36 showing details of a moving drawbar shaft.
[0057] FIG. 38 displays a truck design for rolling stock to measure
speed of a car using an optical transceiver and a rotating drum
with dark and white stripes.
[0058] FIG. 39 displays a side view of an improved rotating
drum.
[0059] FIG. 40 displays a schematic of a two-stage power supply
used in "Quantum Loco," which can also be used in Rolling
Quantum.
[0060] FIG. 41 displays a diagram of a method of transmitting track
power from railcar-to-railcar through the couplers on a three-rail
track.
[0061] FIG. 42 displays a diagram showing a similar method to that
of FIG. 41 of connecting power to railcar couplers for operation on
a two-rail track.
[0062] FIG. 43 displays a diagram showing that short circuit
conditions can arise when cars are wired as shown in FIG. 42,
coupled together on a powered two-rail track.
[0063] FIG. 44 displays a diagram showing how the short circuit
condition in FIG. 43 may be partially obviated by using only one
rail power pickup in each rail car.
[0064] FIG. 45 displays a diagram showing why the method in FIG. 44
will fail if any car is rotated 180.degree. with respect to other
cars on a powered two-rail track.
[0065] FIG. 46 displays a diagram showing how coupler dampers used
on European railcars can be used to transmit power from
railcar-to-railcar.
[0066] FIG. 47 displays a diagram showing how cars equipped with
electrified dampers can transmit power from railcar-to-railcar
without short circuit conditions, irrespective of car
orientation.
[0067] FIG. 48 displays a coupler design that has two electrical
contacts to allow power to be transmitted from
railcar-to-railcar.
[0068] FIG. 49 displays the coupler design of FIG. 48, showing
electrical connections between coupler contacts where the couplers
are in tension.
[0069] FIG. 50 displays the coupler design of FIG. 48, showing
electrical connections between coupler contacts where the couplers
are in compression.
[0070] FIG. 51 displays the coupler design of FIG. 48, showing loss
of electrical connections between some of the coupler contacts
where there is slack in the couplers.
[0071] FIG. 52 displays an improvement in the coupler design of
FIG. 48, where a spring-loaded pin helps ensure electrical contact
between couplers in slack.
[0072] FIG. 53 displays a drawing of the electrical connection
between a pair of couplers using the design of FIG. 52, where both
couplers are in the closed position.
[0073] FIG. 54 displays a diagram of a railcar using the coupler
design of FIG. 52, with power connections to both rails on a
two-rail powered track.
[0074] FIG. 55 displays a diagram of two railcars both oriented in
the same direction on a two-rail powered track, showing that there
would be no short circuit condition if both cars were to couple
together.
[0075] FIG. 56 displays a diagram of two railcars oriented in
opposite directions on a two-rail powered track, showing that there
would be a short circuit condition if the cars were coupled
together.
[0076] FIG. 57 displays a schematic of an on-board electronic power
supply and transmission system to convey electronic power and data
from railcar-to-railcar.
[0077] FIG. 58 displays a schematic and related drawing of a
railcar having the on-board electronic power and transmission
system of FIG. 57, with both ground and power connections to both
truck pickups and to both electrical connections of the coupler
design of FIG. 48 in both the front and rear couplers.
[0078] FIG. 59 displays a schematic showing a series of cars on a
two-rail powered track connected together to transmit both power
and data.
[0079] FIG. 60 displays a drawing of a "crane car" as an
application for Rolling Quantum.
[0080] FIG. 61 displays a drawing of a crane car boom illustrating
a method to rotate a hook of the crane car.
DETAILED DESCRIPTION OF EMBODIMENTS
[0081] The embodiments described herein will be best understood by
reference to the above-listed drawings, wherein like parts are
designated by like numerals throughout. It will be readily
understood that the components of the embodiments as generally
described and illustrated in the figures herein could be arranged
and designed in a wide variety of different configurations. Thus,
the following more detailed description of various embodiments, as
represented in the figures, is not intended to limit the scope of
the invention, as claimed, but is merely representative of various
embodiments, each of which may differ in a variety of ways. While
various aspects of the embodiments are presented in the drawings,
the drawings are not necessarily drawn to scale unless specifically
indicated.
[0082] The phrases "connected to," "coupled to," and "in
communication with" refer to any form of interaction directly or
indirectly between two or more entities, including mechanical,
electrical, magnetic, electromagnetic, fluidic, and thermal
interaction. For example, two components may be coupled to each
other even though they are not in direct contact with each other.
Also, "in electrical communication with" further refers to any form
of electrical sending or receiving of any type of electrical
signal. For instance, to the extent two structures communicate
electronically, or "talk" to each other, although possibly located
at a distance, the structures are "in electrical communication.
[0083] In the following description, numerous specific details of
programming, software modules, user selections, database-like
queries, database-like structures, etc., are provided for a
thorough understanding of various embodiments of the systems and
methods disclosed herein. However, those skilled in the art will
recognize that the systems and methods disclosed can be practiced
without one or more of the specific details, or with other methods,
components, materials, etc.
[0084] In some cases, well-known structures, materials, or
operations are not shown or described in detail. Furthermore, the
described features, structures, or characteristics may be combined
in any suitable manner in one or more embodiments. It will also be
readily understood that the components of the embodiments as
generally described and illustrated in the Figures herein could be
arranged and designed in a wide variety of different
configurations. The order of the steps or actions of the methods
described in connection with the embodiments disclosed may be
changed as would be apparent to those skilled in the art. Thus, any
order in the Figures or Detailed Description is for illustrative
purposes only.
[0085] Several aspects of the embodiments described will be
illustrated as software modules or components. As used herein, a
software module or component may include any type of computer
instruction or computer executable code located within a memory
device and/or transmitted as electronic signals over a system bus
or wired or wireless network, or over model railroad tracks. A
software module may, for instance, comprise one or more physical or
logical blocks of computer instructions, which may be organized as
a routine, program, object, component, data structure, etc., that
performs one or more tasks or implements particular abstract data
types.
[0086] In certain embodiments, a particular software module may
comprise disparate instructions stored in different locations of a
memory device, which together implement the described functionality
of the module. Indeed, a module may comprise a single instruction
or many instructions, and may be distributed over several different
code segments, among different programs, and across several memory
devices. Some embodiments may be practiced in a distributed
computing environment where tasks are performed by a remote
processing device linked through a communications network. In a
distributed computing environment, software modules may be located
in local and/or remote memory storage devices.
[0087] This disclosure provides a technology solution to the model
railroad environment that allows a user to start with a simple, but
expanded analog control environment for either DC or AC powered
trains, and easily advance to full-featured operation including
computer control using Digital Command Control (DCC). In addition,
the disclosed controllers seek to provide the end user with
interactive controls that are a natural part of the model train
experience without requiring the user to learn complex control
systems, while still providing means to expand and use existing and
future technologies. Also, the controllers are generally backwards
compatible with existing equipment on the market. The controllers
are designed to provide additional control features in an
environment that remains germane to the prototype railroading
experience. "Prototype" refers to real life locomotives, rolling
stock, track, etc.
[0088] Controller designs may include a sound system to produce
sounds heard inside the locomotive cab such as brake releases, over
speed cab whistle, radio orders and crew talk, etc. These sounds
may either be sent directly from the locomotive via bi-directional
communication, or respond to information from the locomotive to
activate stored sounds in local controllers, or direct audio input
can be used. Sounds create a realistic model locomotive cab
environment with inputs from scanners, detector reports, dispatcher
orders, and crew talk. Also, prepared verbal orders may be included
to increase play value for the train by creating scenarios for
picking up and dropping off cars, etc., along with real-time
communication from other operators. This information may also be
transmitted to handheld throttles for audio output through small
speakers or headphones. Some of this information could be
computer-controlled via simple programming by the user using
software specific for this kind of operation.
[0089] Verbal information may also be used to indicate the status
of the locomotive or any "remote object," which may include mobile
locomotives, rolling stock, accessories, turnouts, etc. Rolling
stock are objects that are not self propelled. Verbal communication
may be accomplished by sending status information via
bi-directional communication to a sound-based controller to produce
verbal cab responses. The status command may be actual verbal
information or brief non-verbal digital data sequences. In the
latter case, the base unit, handheld with speaker or with
headphones, could produce appropriate pre-canned verbal responses
that could be quite elaborate and realistic simulating radio
messages or crew talk. For instance, bi-directional communication
or trackside detectors may include a brief non-verbal digital
report on the position of the locomotive on the layout. This
digital signal would select and play a pre-recorded message at the
base unit or handheld describing the locomotive's position as
though it were coming from an engineer in the model locomotive
cab.
[0090] Other canned sounds like passing over turnouts could be
simulated at the cab controller because the real sounds on the
model railroad would be insufficient or unrealistic even if the
sound were transmitted back to the controllers.
[0091] In QSI.RTM.'s U.S. Pat. No. 5,448,142 ('142 patent),
entitled "Signaling Techniques for DC Track Powered Model
Railroads," is described the use of two different kinds of remote
control signals under DC analog operation: (1) polarity reversals
(PR's) where the polarity to the track is changed from its initial
condition with a reversing switch, and (2) a polarity reversal
pulse (PRP's) where the polarity is first changed and then returned
to its initial condition, such as with a quick or a slow
flip-and-back operation of the reverse switch, which at the
completion of the PRP is at its original position.
[0092] FIG. 1A displays a typical DC power pack 100 with a
reversing slide switch 101, a throttle 104 knob, and a power switch
106. FIG. 1B displays a back panel 102 having a terminal strip 103
with three pairs of screw terminals, which are marked "Variable
Out" for the variable throttle output based on the position of a
throttle knob 104; "Fixed DC Out," which produces a fixed DC output
voltage for some accessory control; and "Fixed AC Out," which
produces a fixed 50/60 Hz AC output, again for powering
accessories.
[0093] FIGS. 2A, 2B, and 2C display typical types of Variable Out
voltages from DC power packs. In FIG. 2A, the waveform 201 is a
pulse-type where changing the duty cycle changes the voltage. For
instance, the voltage is shown increased at t1 where the duty cycle
suddenly increases. In FIG. 2B, the waveform 203 is a variable
amplitude full-wave rectified sine wave. In this example, the
voltage is increased at t1 where the amplitude is suddenly
increased. In FIG. 2C, the waveform 205 is a phase modulated sine
wave. In this example, the voltage is shown increasing at t1 where
the phase is suddenly increased.
[0094] Note that the full wave output for the waveform 203 of FIG.
2B has flat regions at zero voltage, such as at 207. Even though
the input sine wave is continuous through the zero crossings, it
must reach about .+-.1.5 to 2 V to overcome the forward insertion
loss of a plurality of rectifier diodes before voltage appears on
the output of the bridge. The time period for the flat regions also
depends on the amplitude of the input sine wave with low amplitude
sine waves having a longer period.
[0095] FIGS. 3A and 3B display typical waveforms for fixed voltage
accessory outputs. Fixed DC Out 301 of FIG. 3A is a full-wave
rectified sine wave while Fixed AC Out 302 of FIG. 3B is a fixed
amplitude sine wave.
[0096] FIGS. 4A and 4B display waveforms for PR and PRP remote
control signals, respectively, employed on a variable amplitude
analog DC track voltage, using as an example the variable amplitude
sine wave 203 from FIG. 2B. In FIG. 4A, a PR is performed at time
T2. In this example, the voltage was also increased at T3, which
may or may not occur during PR's because it is dependent on the
operator's control of the throttle at the time T3. In FIG. 4B, PRP
is performed at time T2 and terminated at time T4. Again, in this
example, the voltage is shown being arbitrarily increased at time
T3 by the operator. PR and PRP may happen at anytime in the
waveform. In the examples shown, the PRs and PRPs are shown
beginning and ending at the zero values of the waveform, which is
not a necessary condition for a PR or PRP, but may be desirable to
reduce switching currents.
[0097] In order to use PR's and PRP's to control remote control
effects, the on-board motor drive is designed to not change the
locomotive's direction while it is moving whenever a polarity
reversal of any duration is applied. If the operator wanted to
change direction, he would turn off the track power, flip the
direction switch, and then reapply power, just like HO model
railroaders have been doing for years. Whenever power is applied,
Quantum-equipped locomotives start in the direction of polarity
that is standard for DC powered trains. After power is applied, any
PR or PRP will affect some remote control feature depending on the
operating state of the locomotive and the duration of the PR or
PRP. The term "Quantum" herein refers to the various types of
railroading hardware components being equipped with additional
control capabilities that facilitate remote communication between a
local controller or base station, and other remote objects.
[0098] Quantum-equipped locomotives have two types of throttle
control, Standard and Regulated. Both Standard Throttle Control
(STC) and Regulated Throttle Control (RTC) will apply more power to
the motor as a function of increasing throttle. The RTC method
includes a motor speed control feature, called "inertial control"
that prevents the locomotive from reacting quickly to minor
impediments such as misaligned track joints, tight curves, rough
turn-outs, etc. or changes in voltage. A locomotive under STC may
come to an unrealistic halt from a raised track joint or a drop in
voltage while the same locomotive under RTC, with its "inertial
control," continues at the same speed. RTC operates the locomotive
as though it has the mass and inertia of a prototype locomotive;
the model locomotive will resist changes in speed once it is moving
and will resist starting up quickly if at rest.
[0099] Quantum-equipped model locomotives can operate at very slow
prototypical speeds without the user having to adjust the throttle
continually to maintain that speed. While small obstacles may not
affect the locomotives speed under RTC, a continual opposing force
will slow the train down, just like the prototype. For instance, if
a Quantum-equipped diesel locomotive encounters an upward grade
under RTC, it will eventually slow down. Providing more throttle
will slowly accelerate it back to speed. The same locomotive under
STC would quickly slow down or stop if it encountered an upward
grade. The type of throttle control also affects how your
locomotive decelerates. Under STC, your locomotive will respond
quickly to a reduction in track voltage. Under RTC, your locomotive
will decelerate slowly as you bring the throttle down and coast to
a long stop just like the prototypes.
[0100] PR's and PRP's, along with the throttle, enable operation of
a number of features using a standard HO DC power pack. In
implementing PR and PRP control, the following features may be
provided in QSI.RTM.'s Quantum Sound and Train Control (S&TC)
module on a Boardway Limited Co. HO scale "Class A" locomotive: (1)
horn or whistle (blows while a PR is applied); (2) Hoot (a hoot is
a short horn sound that activates with a brief PRP); (3) Bell (bell
activates with a very short PRP); and (4) Doppler Effect (activates
when a PRP of at least 1 second is applied, followed by a second
PRP within time .DELTA.t). A Horn and a Whistle both provide
warning sounds and may be referred to variably herein. The only
difference in terminology is that whistles are usually used on
steam locomotives and horns are usually used on diesel
locomotives.
[0101] Additionally, the operator is provided with means to program
various features, to include entering programming with 3 short
PRP's directly after power up (the bell turns on, then off, then on
again followed by the "enter programming" phase whereupon the bell
sound shuts off). Another programmable feature includes "Program
Options" (POP's), where the application of a PR advances through
the POP's one by one with an announcement of each option number.
When the desired number is announced, the user returns the polarity
to its initial condition, whereupon the option name is announced.
Quick or Slow PRP's may then be used to enter and change the
selected program option settings or values. The user leaves the
programming mode by turning off the track voltage and then
re-applying track power. If the user wants to return to a previous
option, the user will need to leave programming and start
again.
[0102] "Program Options" may include, but are not limited to:
System Volume; Inertia and RTC; Helper Type (Normal locomotive,
Lead locomotive, Mid Helper, or End Helper); About Quantum, which
describes the software (SW) version, sound set, date, etc.; System
Reset; Whistle Volume; Bell Volume; and Chuff Volume.
[0103] Generally, for options that have multiple choices or levels,
a Slow PRP will cause the level to increase while a Quick PRP will
decrease the level. After the user is finished with changing a
programming option, he can advance to higher POP's by applying a PR
and returning the polarity to its initial condition when the
desired POP number is announced.
[0104] The Class A locomotive also has a special Neutral state that
is entered by reducing the track voltage about 0.5 volts below
"V-Start." V-Start is defined as the voltage above which the
locomotive will leave Neutral. Neutral has special sound effects
appropriate for a locomotive at rest. PR's and PRP's usually
perform the same functions in Neutral as they do for a moving
locomotive. A notable exception is the Doppler effect, which only
applies when the locomotive is moving.
[0105] Quantum was developed to provide the analog model train
operator with a way to control a locomotive using only the throttle
104 and reverse lever 101 on the DC power pack 100. This enables
the operator to take home a newly acquired locomotive and run it
with a standard HO power pack without having to add extra
components or change the layout in some way. Now the Quantum System
may also be used to operate under DCC (Digital Command
Control).
[0106] Type 1 Commands are now discussed, which use coded Horns and
Bells to provide additional remote control signals. There are two
categories for this kind of coding. The first uses Hoots and Bell
horn signals in succession that would make sense on prototype
railroads such as -- .cndot. .cndot. .cndot. (one long and 3 short
whistle blasts) for water refueling on the main for a steam
locomotive. This particular whistle signal means "Brakeman protect
the end of the train," which makes sense if a train is stopped on
the main for water. In addition, -- -- .cndot. -- (2 longs, a
short, and a long) may be used to turn on a crossing bell and
produce a clickity-clack sound of wheels over track joints. This
particular signal is used on prototype railroads to signal
automobile drivers and pedestrians that a train is approaching a
highway crossing. In addition, a Bell with a -- (a Bell followed by
a long whistle blast) may be used to arm the station announcement
feature. A long whistle or horn is used by some prototype railroads
as a signal for approaching a passenger station. Since most
locomotives usually have their bell ringing when they come into a
station, this particular signal makes sense to enable a passenger
announcement feature on a Quantum locomotive.
[0107] There are other prototypical signals that make sense for
other remote controlled features on a model railroad locomotive,
such as a fuel loading feature, a locomotive maintenance feature, a
locomotive shut-down feature, and others that may use Type 1
Commands. Using prototypical Hoot and Bell signals are part of the
play value for the train and provide a method for the model
railroader to extend feature control from a standard power pack 100
using only the direction switch. However, there are many other
features such as turning on a blower or dynamic brakes, different
lights, etc., that would not be associated with prototypical Horn
and Bell signals.
[0108] Type 2 Commands that are not related to prototype operation
are now discussed. For instance, other Horn and Bell signals may be
coded to execute the following exemplary list of features:
TABLE-US-00001 B--B--B opens rear coupler H-B-H-B turns on dynamic
brakes B--B-H opens front coupler B-H sound squealing brake effect
B-H-B-H turns on blower hiss in a steam locomotive B--B--B--B mutes
the sound system, etc.,
where the "H" horn signal is considered a short Horn or "Hoot."
This type of signaling creates a plurality of Type 2 Command
digital codes. To use Type 2 Commands, the operator needs a list of
codes, or should commit them to memory without the mnemonic benefit
of codes that relate to prototypical signals. In addition, the
allowable time between individual occurrences of Bells and Hoots
may be limited to minimize activation of the train's Bell and Horn
sound features during transmission of the Type 2 Command.
[0109] Note that Type 2 Commands may produce Bell and horn Hoots
that have no prototype meaning for the features that are being
activated, which would sound artificial and detract from the model
railroading experience. One method to reduce this effect is to
limit the time between individual occurrences of Bells and Hoots,
which would minimize operation of the horn and bell sounds. Another
solution is to proceed any Type 2 code with a Bell signal. The Bell
sound effect is delayed until a long enough period .DELTA.t has
passed, to determine if any other PRP's are generated. If no other
signals are forthcoming within this predetermined period .DELTA.t,
the bell toggles (either ON to OFF, or OFF to ON depending on its
current state). If more signals are sent within this time period
.DELTA.t, the signals are registered and stored as Bells or Hoots.
After a series of Bells and Hoots have been sent and no further
PRP's are sent within a specified time period, the feature
corresponding to a set of recorded Bells and Hoots is executed. As
used herein, a Bell may be arbitrarily assigned a logic "1" and a
Horn a logic "0," but the logical assignments could be reversed
with no change to the scope or effectiveness of the controllers of
this disclosure.
[0110] The PRP time intervals for a Bell or Hoot horn are
different, with the Bell being much quicker. Since some remote
control features require close to real-time operation, while others
can tolerate longer delays, there are speed priorities for Type 2
Commands. For instance, a signal for a coupler crash or an
activation of squealing brakes should occur quickly to ensure that
the event is coincident with the action. On the other hand, turning
a smoke generator on or off, engaging locomotive start-up or
shut-down effects, or turning on the steam dynamo can tolerate a
reasonable delay; in fact, it would be expected on the prototype.
Fast-responding functions benefit from more Bell signals than Hoot
signals.
[0111] In addition, Type 2 Commands may be used to select
locomotives using individual locomotive ID codes. Locomotive ID's
could be set in one of the unused analog programming positions by a
series of Hoot and Bell commands. Selecting a locomotive may be
done either in programming, through use of another unused option,
or the ID command may be sent within a certain time interval after
power-up. Selecting locomotives may tolerate delays of 2 to 3
seconds as long as transmission of the Hoot and Bell sequences is
reliable.
[0112] Using Type 1 and Type 2 Commands along with simple PR and
PRP's may provide all the necessary operation of a suitable
electronically-equipped locomotive under conventional analog
control, including individual locomotive selection. However, it is
expecting a lot of the operator to send Type 2 Commands on the
power pack 100, where timing is hard to control; the operator might
miss commands or inadvertently send the wrong command. To take full
advantage of Type 2 Commands, a controller is added to the power
pack 100 to increase command reliability. One such controller
includes a two-button controller called a DC "SideKick."
[0113] FIG. 5A shows a SideKick 500 with Horn button 502 and Bell
button 504. FIG. 5B figure shows the SideKick 500 attached to the
top of a DC power pack 100. Sidekick 500 connects between the
variable DC output of the power pack 100 and to the track to
produce reliable Horn or Hoots or Bell signals of the correct
duration. Besides sending out reliable Hoots, Horn blasts, and Bell
signals with the correct timing, the SideKick 500 also saves wear
and tear on the reversal (or direction) switch 101 of the power
pack 100. Also, since the output polarity of the power pack 100
always returns to normal when the Horn button 602 is released, or
after a Bell signal is sent, the reversal switch 101 may be used
exclusively to do reverse functions, and its positions will
indicate the direction of travel of the locomotive.
[0114] FIG. 6 displays a simple circuit 600 as may be used in the
SideKick 500 design when connected to a track 601, a two-rail track
601 in this case. Activating a relay 610 changes the polarity to
the track 601 to reverse it from that of the DC output from a power
pack 100, thus producing the PRs and PRPs used in signaling.
Pressing the Bell button 504 produces a quick PRP suitable for Bell
operation. A quick tap on the Horn button 502 will produce a PRP
suitable for a Hoot command. Pressing and holding the Horn button
502 produces a PR for continuous horn or whistle sounds until the
Horn button 502 is released. In addition, a microprocessor 606
(variably referred to as pp in the Figures) may store in memory
(not shown) a series of user Horn and Bell operations, and then
send out the proper series of PRP's to ensure reliable operation.
The user may tap the Bell button 504 twice and tap the Horn button
502 three times, in rapid succession, and wait as the
microprocessor 606 sends out Bell and Hoot signals to produce a
"1,1,0,0,0" Type 2 Command.
[0115] Advanced SideKicks 500 may provide simple, easy-to-remember
operation of both Type 1 and Type 2 Commands. By holding the Bell
button 504 down while the Horn button 502 is tapped a countable
number of times and then releasing the Bell button 504 would allow
selection and transmission of different stored Hoot or Hoot-Bell
sequences.
[0116] While everyone can count, this method of sending Type 2
Commands could get time consuming for counts exceeding six or
seven. This method may properly be reserved for longer, more
complex and difficult-to-remember sequences of Horns and Bells that
operate popular features. The simple sequences of Bells and Horns,
such as coupler crash sound (2 Bells) or brake squeal (Bell-Hoot)
could continue to be coded in by hand.
[0117] The SideKick 500 allows simple programming by pressing
either the Horn button 502 or the Bell button 504 (or both) and
holding it (or them) down while power is turned on. This sends out
a sequence of three Bell signals, which starts the program
operation in the Quantum S&TC System. In programming, holding
the horn button down allows advancing through various program
options until the desired option is reached and then letting go of
the Horn button 502 to stop at that option. Pressing the Horn 502
or Bell 504 button quickly enters the option where the current
setting will be announced by the locomotive. Thereafter, sending
Bell or Horn signals from SideKick 500 will change the option
settings. For those options with different levels, the Horn button
502 will cause the level to increase while the Bell signal will
cause the level to decrease. This is shown as the up arrow 506 next
to the Horn button 502 in FIG. 5 and the down arrow 508 next to the
Bell button 504. The up arrow 506 next to the Horn button 502 is
consistent with pressing the Horn button 502 to advance through
higher POP's in programming. Since the SideKick 500 can remember
the number of times either the Horn 502 or Bell 504 button is
pressed and released (e.g. tapped), it is easy to move through the
different levels by a known amount. If the user wants to increase
six levels in system volume, he simply taps the Horn button 502
three times while in POP 1.
[0118] One may add an LED or LDC display (not shown) to the DC
SideKick 500 to allow the user to select the desired setting level
at any POP. However, since the SideKick 500 does not know the
current setting in the Quantum System, this will not work. However,
it may be possible for the SideKick 500 to select a user-entered
POP number. One method is for the user to press and hold the Horn
button 502 while the SideKick 500 rapidly counts up and displays
the POP number on the LCD or LED readout. Once the desired number
is selected, a continuous PR of the correct duration is applied
until the Quantum locomotive reaches the same POP number and the PR
is returned to its initial condition.
[0119] This method functions properly because the Quantum System
starts at POP 1 when programming is entered, so it is not difficult
for the SideKick 500 and the Quantum-equipped locomotive to start
at the same POP number. And, it is easy to get back in sync by
reentering programming with both the SideKick 500 and the Quantum
System. However, depending on timing, use of a continuous PR to
advance POP's may not always result in the same POP for both the
SideKick 500 and the Quantum Locomotive, particularly for large POP
values where a PR must be applied for a longer period. In addition,
early editions of Quantum locomotives allow the POP's to wrap back
to POP 1 once the highest installed POP number is exceeded.
[0120] Here, Type 2 Command signaling may be added to the SideKick
500, and to advanced controllers as programming commands, to
overcome some of the limitations in the programming methods
described above. For instance, Type 2 Command signaling may select
between advancing or reversing the direction of moving through
POPs. A Bell-Hoot-Bell may be to select going forward and a
Bell-Hoot-Hoot may be to select going backwards. Thereafter, a PR
continues to count through the options, whether forward or
backward, depending on the forward/backward selection. In addition,
the forward/backward selection may be used to move to the next
selection or to go backward one position.
[0121] FIG. 7 displays an advanced DC SideKick controller 700 (or
"controller 700") with analog programming buttons added, namely, a
"PREVIOUS" button 706 labeled "PREV" and a "NEXT" button 708, which
make selecting options easy.
[0122] FIG. 8 displays a block diagram of the advanced SideKick
controller 700 where the "PREVIOUS" button 706 and the "NEXT"
button 708 have been added with inputs to the microprocessor 606.
If the "NEXT" button 708 is pressed once, Quantum advances one POP
position. If pressed twice, Quantum advances forward two POP
positions. If pressed and held, POP positions continue to count
forward. On the other hand, pressing the "PREV" button 706 cause
the Quantum System to go back one POP, and so on.
[0123] An LED or LCD number display may also be added to the
controller 700 to indicate the POP number. The user uses the NEXT
708 and PREV 706 buttons to advance or decrease the display numbers
quickly, and once letting go of the either button 706, 708, the
controller 700 may generate a Type 2 command to directly select the
indicated POP number automatically. This extends the required
number of Type 2 Command codes to include all the POP numbers
available.
[0124] The use of Type 2 Command codes for a "Next" or "Previous"
operation, or for each POP number, advantageously addresses POP's
for many locomotives simultaneously, such as in a "consist" of
locomotives. A "consist" is a group of locomotives coupled together
to provide extra power to pull a train. Because of timing
differences in locomotives, a continuous PR may result in a
different POP being selected when the PR is stopped, particularly
for high POP numbers.
[0125] Quantum Systems may be designed to accept Type 2 Command
signaling. The following two conditions should be met, however, to
ensure consistent behavior, and to provide more freedom to design
advanced controllers. One is that POPs should not loop back to POP
1 if the highest POP is exceeded. Another is to design the Quantum
System to accept Type 2 signaling as well as a PR, to advance reset
options in order to work with standard power packs 100 and with
older SideKicks 500.
[0126] FIG. 9 displays a Type 2 signaling waveform 901. Normally
there is a short PRP for a Bell and a slightly longer PRP for a
Hoot. Type 2 signaling proposes sending a series of Bells and Hoots
as digital signals, as illustrated. For illustration purposes, the
output from the power pack was chosen as the "Pulse-Type Voltage
Wave Form" shown in FIG. 2A, and is represented here as a very
dense series of pulses at 50% duty cycle. This produces a pulse
width modulated (PWM) waveform 901. However, any type of DC
waveform may be used for this discussion.
[0127] The PR and PRP's in FIG. 9 are shown as periods where these
pulses are going between zero to negative rather than between zero
to positive. The first series 901 of pulses represents the initial
polarity condition of the track voltage before any PR or PRP's are
applied. The PRP period to toggle the Bell is shown as t.sub.B, the
PRP period to activate a horn Hoot is t.sub.H, and the time needed
to recover normal operation before another PRP is shown as t.sub.R.
In the diagram, t.sub.R is shown about the same time as t.sub.B,
which is equal to or greater than the minimum detection time for a
PR. Also, for illustrative purposes, a PR is shown occurring at the
end of a power pack 100 output pulse rather than at some
intermediate point. However, a PR transition can occur at any time,
unless there is a good engineering reason to prevent it, such as
excessive electrical noise or reliability issues from high
switching currents or inductive voltage spikes.
[0128] FIG. 10 displays the same series of Bells and Hoots except
that the PWM track waveform is left out and is replaced by its
envelope. Also shown are the PRP times of 170 ms for t.sub.R and
t.sub.B, and 370 ms for t.sub.H, which represents one possible
embodiment based on current engineering efforts in relation to
current hardware and software limitations, and in no way represents
a limitation to these time periods. In this example a Bell PRP is
considered a logic 1 and a Hoot PRP is a logic 0. For the series of
PRPs shown in FIGS. 9 and 10, this command is a binary
("1,0,0,1,0,1"). However, for Type 2 signals, a Bell PRP is used as
a start bit, as described earlier. Therefore, the command
represented in FIGS. 9 and 10 is represented by the five bit word
("0,0,1,0,1").
[0129] Based on the 170 ms and 370 ms PRP time periods, the command
would require 2.47 seconds to send, plus some timeout period
t.sub.D greater than t.sub.R to know that the data sequence was
complete. In one embodiment, for a reasonable time period of 200 ms
for t.sub.D, it takes 2.67 sec. to send this five-bit word. For
digital commands that average 8 bits each, the worst case time for
all 0's is 4.52 sec., and the best case for all 1's is 2.92 sec.,
with an average for all possible 8-bit words at 3.72 sec. This
would be an unacceptable delay time for the operator to wait for a
simple command such as "open the rear coupler."
[0130] FIG. 11 displays an envelope showing Type 3 signaling, which
is a still better approach because it avoids the t.sub.R period
altogether. In this case, each PRP times out to determine if it is
a Bell t.sub.B or Hoot t.sub.H time period. Note that at the end of
the sequence, the waveform must remain in its last polarity setting
for a time t.sub.D that is longer than either t.sub.B or t.sub.H so
as to not be detected as another bit. This method would reduce the
time for the same 5 bits to 1.82 sec. assuming 200 ms for t.sub.D.
To send 8-bit words, the average would be 2.53 sec. with a worst
case of 3.23 sec. (all 0's) and a best case of 1.73 sec. (all 1's).
The delay time t.sub.D and the need to return to base line (initial
non-polarity reversed condition) can both be eliminated by always
sending a word with a fixed number of odd bits. In this way, it is
known that the data sequence is complete when all bits are received
and there is no further time delay to return the last data bit to
base line.
[0131] FIG. 12 displays an envelope showing an improvement in speed
for Type 3 signaling by eliminating an end of word time out. The
waveform starts with a Bell or "1" bit followed by the eight bit
word ("0,0,0,1,1,0,1,0"). For an 8-bit word, 200 ms for the end of
word time out t.sub.D is eliminated, which yields an average
transmission time of 2.33 sec., with a worst case at 3.03 sec. and
a best case at 1.54 sec. This new Type 3 signaling is almost 40%
more efficient than sending a series of Bell and Hoot signals for
an eight bit-word. However, the time required is likely still too
long for an operator to wait for a simple operation.
[0132] The above Type 3 signaling is not based on the method of
sending a series of Bells and Hoots as described in the '142
patent, and could not be easily done by modifying the SideKick
systems 500 or 700, which were designed for sending Type 1 and Type
2 commands. Implementing Type 3 signaling, therefore, need not be
constrained to use of the Bell and Hoot timings as described
above.
[0133] FIGS. 13A and 13B display, respectively, a Multi-Button
Add-on (MBA) controller 1300, and the MBA controller 1300 attached
to a basic power pack 100. The MBA controller 1300 may be attached
or used with existing DC power packs 100 in a similar manner to the
SideKick controller 500. The buttons (1400 in FIG. 14) are not
defined here, but will be described in the various embodiments
herein. Note that other types of actuators, such as keys, switches,
or knobs, etc. Each button 1400 may provide, with a single push, a
digital command that will incorporated into a power signal sent
along the power connection of either AC or DC powered train tracks,
which is received by a remote device positioned along the train
tracks. The remote device receives and executes the digital
command.
[0134] FIG. 14 displays a block diagram of the basic hardware
configuration for the MBA controller 1300. Here, a large array of
buttons or switches 1400 are input into the microprocessor 1401 for
controlling various features. A Horn button 1402 and a Bell button
1404, programming buttons, Previous 1406 and Next 1408 buttons are
all retained from the DC SideKick to perform similar functions, but
for use in any of Type 1, Type 2, and Type 3 signaling. The
microprocessor 1401 controls a switching device, such as a relay
1410 through a relay driver 1412. The relay 1410 may comprise a
double-pole, double-throw relay, or a pair of relays 1410. As with
the SideKick 500, the relay 1410 in the MBA controller 1300 is used
to produce PR or PRP signals. However, the relay 1410 is operated
differently under the control of the microprocessor 1401 to send
Type 3 signals.
[0135] Positive DC (+DC) is normally applied to TRK1 (track's first
rail) while negative DC (-DC) is applied to TRK2 (track's second
rail). When the relay driver 1412 turns on the relay coil 1414, the
relay 1410 activates and switches the double-pole, double-throw
switch to apply +DC to TRK2 and -DC to TRK1, thereby affecting a
polarity reversal to the track (PR). Relay operation for this FSK
(frequency shift key) method is controlled by the microprocessor
1401. This method of using PR or PRPs of the DC track voltage to
send digital commands is called "PRP Encoding".
[0136] For AC operation, MBA controllers may also use a single
relay, such as relay 1410, which may switch the track connection to
a pass device with a high-voltage accessory output voltage to
produce an AC track waveform that has either a positive or negative
DC component. This method of adding a DC component to the AC
waveform to send digital commands for AC powered trains is called
"DC Encoding."
[0137] The use of a higher-voltage accessory output when sending DC
Encoding commands allows the same throttle power to be applied to
the track even though the waveform is being phase-shifted to
produce the required DC offsets. This prevents the locomotives from
slowing down when commands are sent, which is a common problem with
Horn and Bell controllers for three-rail AC trains.
[0138] FIG. 15 displays a block diagram of an alternative MBA
controller design 1500 using an active bridge 1510 instead of a
relay 1410 to produce PR and PRP. Here, P1, P2, P3, and P4
represent pass devices that are controlled by a driver circuit
1512, which in turn is controlled by a microprocessor 1501. The
active bridge circuit 1510 is common for motor control and is
familiar to one of skill in the art. The pass devices may comprise
PNP and NPN transistors or power FET's (field effect transistors).
When P3 and P2 are turned on (conducting) and P1 and P4 are turn
off (non-conducting), then +DC is applied to TRK1, and -DC is
applied to TRK2. When the microprocessor 1516 turns on P1 and P4
and turns off P2 and P3 off, +DC is applied to TRK2 and -DC applied
to TRK1, thereby affecting a polarity reversal to the track. While
there are some advantages to using a relay 1410 in lieu of an
active bridge 1510, one skilled in the art will appreciate that
either may be used, with varying degrees of dependability, safety,
and speed. For instance, use of an active bridge circuit 1510 may
produce a faster series of PR and/or PRPs than relays 1410, but the
latter are still faster than the Horn and Bell timing used in Type
2 signaling.
[0139] Experiments with a variety of relays 1410 have shown that it
is possible to send a 10 ms PRP and to detect it. Speeds faster
than this had enough variation in PRP pulse width that reliability
in timing became problematic. Reliable results were obtained with a
30 ms PRP for a Logic 1, and a 60 ms PRP for a Logic 0. At these
times, an average 8-bit word could be transmitted in 390 ms with a
worst case (all 0's) taking 510 ms while the best case (all 1's)
would take 270 ms. This would be very acceptable for the operator,
particularly where using faster codes for those features that need
to respond quickly to the operator's command input. These are
experimental results only, and should not be construed to limit the
scope of the disclosure in any way.
[0140] FIG. 16 displays a diagram of a number of MBA controllers
1300 that use relays 1410 wired in series to provide control at
different parts of a track layout 1600 without signal loss,
allowing PR or PRP commands from one MBA controller 1300 to pass
directly through other MBA controllers 1300 to the track layout
1600. It also allows placing controllers at various places around
the layout 1600 and for custom designing of individual controllers
for operation of specific accessories, operating cars, turnouts,
etc. This series connection of MBA controllers 1300 is possible
where relays 1410 function properly regardless of input polarity
from the DC power pack 100 and have very little insertion loss.
Therefore, when connected in series, MBA controllers 1300
comprising relays 1410 allow commands to be sent to any base
station MBA controller 1300. However, if two different operators
try to send commands from two different MBA controllers 1300 at the
same time, the commands may be corrupted.
[0141] Using MBA controllers 1300 in series, therefore, is most
feasible for an operator that has a simple wireless or tethered
walk-around throttle. He can gain access to any local MBA
controller 1300 as he moves to different positions around the
layout 1600. Regardless of the operator's position, he will be able
to control the entire track layout 1600. This walk-around throttle
may include an optional display to indicate the different settings
and operation parameters of the locomotive, or other layout
components.
[0142] For toggled features, MBA controllers 1300, 1500 are
designed to send different digital codes to turn on or off a
feature. This ensures that all locomotives in a consist respond in
the same way when a command is sent. Use of a single press or
double press of a button sends, respectively, a command to turn on
or off a feature. Thus, design of advanced controller cabs may
mimic the control panels or consoles of actual locomotives where
mechanical toggle switches turn on and off different features. This
type of controller is referred to as a Replicab (for replicated
cab). Replicabs may also have more realistic throttles, reversing
levers, brake stands, gauges, etc., and may contain the track power
supply as well.
[0143] Providing a realistic locomotive console makes the train
controller part of the model railroad experience as opposed to
standard DC power pack designs that bear little resemblance to the
inside of locomotive cabs. Different Replicabs are used for
different types of locomotives. Although Replicabs are designed to
simulate the inside of prototype locomotives, additional switches
and buttons may be discreetly added to perform all the remote
control functions on the MBA controllers 1300, 1500, or control
computer interaction with accessories, turnouts, etc.
[0144] Besides a verbal acknowledgement for programming used in
Quantum, one may add a bi-directional system to more advanced MBA
controllers or DC power packs 100 to allow signals to be
transmitted between locomotive and base station in electronic form
in both directions. This allows querying the Q2 system about which
POP it is currently at and the setting for that option.
[0145] One method is to use on/off loading of the power pack 100 in
a similar manner that the NMRA system does their "Service Mode"
programming in DCC. In this case, the motor is started for a brief
period to load the base station output as feedback to a query.
Unlike the NMRA DCC method, a binary search is used to determine
the current POP or POP setting. This works well for most of the POP
level settings that usually have about 16 levels.
[0146] In addition, "advanced MBA controllers" may be designed to
do full command control using either DCC, QSI.RTM. Lobing, and PRP
Encoded or DC Encoded transmission. The desired speed is determined
by digitizing the DC power pack 100 analog throttle voltage and
sending digital speed commands to the locomotive. In this case, the
track voltage is derived from a constant accessory high voltage
output from the power pack rather than the variable output.
[0147] This method allows the operator to use advanced MBA's to
operate command control locomotives directly from his power pack or
transformer. In addition, the reverse switch 101 operation on DC
power packs 100 may be digitized to perform the same function it
had under analog control. The same is true with the Horn and Bell
buttons on AC transformers. These may be digitized and a DC offset
detected which then results in a DC Encoded, PRP Encoded, DCC, or
QSI Lobing commands to be sent out to do these functions.
[0148] If the power pack or transformer is insufficient to operate
many locomotives in command mode, power boosters may be added to
the output of advanced MBA's to provide higher power digital
command control outputs to the track. The power pack or transformer
100 could still be used to provide throttle and directional
information, and the MBA 1300 would still provide information on
which buttons 1400 were pressed. This allows the user to retain his
control area design with the power boosters placed out of the way
such as under the control area.
[0149] Another feature of MBA controllers as used in conjunction
with remote devices is the use of ID numbers for DC analog or AC
control. A sophisticated method to select locomotives by their cab
numbers and a simple and effective way to make up consists may be
added to advanced MBA's and Replicabs, thereby an operator may
select a desired locomotive, for instance, without the need for
turning on different blocks or consists. Available ID numbers have
been added past the 10,000 number maximum possibility in DCC to
include A, B, and C suffixes to correspond to prototype locomotive
identification for helpers in a set of locomotives. Also, these A,
B, and C designators are used to specify types of consists such as
"head end," "mid train," and "pushers" to allow these various
consist components to be selected and moved around separately.
[0150] Bi-directional communication may also be required under
analog operation. In particular, on-board sound systems like
Quantum simulate many features of prototype locomotives, and
therefore need to transmit back the state of these features as well
as the state of the model locomotive in a form that the controller
can interpret, process, and/or display, which requires
bi-directional communication.
[0151] For instance, it would be useful to know the following kinds
of information (or "states" of the locomotive) from the locomotive:
(1) the speed of the locomotive in scale units (scale miles per
hour, scale kilometers per hours, etc.); (2) the amount of
simulated braking applied or the amount of simulated air pressure
in the brake lines; (3) identification (ID) numbers attached to
locomotives, consists, or separate cars and other components, to
distinguish each from the other to facilitate selection and
movement of the same; (4) the real current demand and power demand
of the locomotive's motor; (5) diesel transition setting; (6) steam
locomotive cut-off setting; (7) the simulated current demand in the
locomotive (based on notch setting, transition setting, load, etc.,
appropriate for the prototype under similar operating conditions);
(8) remaining simulated fuel; (9) remaining simulated water; (10)
remaining simulated boiler pressure; (11) amount of time since the
locomotive had received its last maintenance; (12) the total miles
the locomotive has been operated since it was new or since its last
maintenance; (13) the name of a simulated engineer or fireman,
which can be used as an alternative way to identify (e.g. with an
alias) and/or select a locomotive or train by the control center;
(14) location of the locomotive based on information from track
location identifiers; (15) scale distance (scale miles, kilometers,
etc.) traveled since last location report; (16) a turnout command
for the next turnout encountered; (17) on-off state of different
lights and appliances; (18) video from on-board cameras; (19) audio
for on-board microphones; (20) inclinometer indication of current
grade of the locomotive; (21) measurement of locomotive's motion,
acceleration, etc.; (22) status of the individual couplers; (23)
simulated fuel consumption rate; (24) time or miles since last
steam locomotive blow-down; (25) steam locomotive boiler water
level; and (26) time since steam locomotive flues were cleaned.
[0152] Some of these settings are made at the controller, and as
such, are known by the controller electronics. However, many of
these state values are based on automatic operation of the on-board
S&TC system and are continuously changing. In addition, it may
not be practical for the controller to maintain the values of all
the locomotive's settings in memory for layouts with many
locomotives; it may be more practical to retrieve this information
from the individual locomotives as needed.
[0153] Although verbal information is supplied from the locomotive
on demand, this method is limited and prototypically unrealistic
for many operational needs in model railroading. On the other hand,
a large electronic data rate may not be needed from the on-board
S&TC system because much of the information is not needed on a
continuous basis and can be supplied on demand. Other than speed
value, simulated air brake pressure, streaming video and audio,
most other data may be updated only when a significant change is
made, or when queried. Considering that video and audio may be
transmitted via a different method (e.g., direct RF), the
bi-directional system for analog applications may not require a
high bandwidth.
[0154] FIGS. 17-19 display three different power pack 100 design
methods to provide the Quantum System a bi-directional
communication technique, with specific application to providing
command signals to an AC-powered train track. Bi-directional
communication may occur during the normally occurring power off
periods of many analog waveform types currently available on DC
power packs 100. FIG. 17 displays a basic design of a
Variable-Amplitude Full-Wave DC analog power pack design. FIG. 18
displays a basic design of a Phase-Modulated Sine Wave DC analog
power pack design. FIG. 19 displays a basic design of a PWM DC
analog power pack design.
[0155] A power pack 1701 is shown to the left of the dotted
vertical lines designated. Each power pack 1701 comprises a
transformer 1702 to bring in the analog AC power waveform, and a
bridge 1704 to rectify the incoming AC power signal. This power
pack 1701 is based on 50/60 Hz incoming waveform from the power
grid, and indicated here by a wall power plug 1706.
[0156] The track layout is represented by conductive track rails
1710, 1711 and by remote objects 1712, 1713 that are electrically
connected to the track rails 1710, 1711. Many modern electronic
on-board accessories (or remote objects 1712, 1713) use a full-wave
rectifier (represented by diodes D1-D4) with a filter capacitor CF
as an electronic power supply. Resistor RL represents the internal
load of the electronic power supply.
[0157] Note that the power pack 1701 produces waveforms that have
off periods where the output is at zero volts. This is clearly seen
for the Phase-Modulated Sine Wave type design shown in FIG. 18. The
incoming sine wave 1702 is first rectified by the bridge 1705
comprising rectifier diodes D5-D8, shown as a full wave output
1803. The full wave output 1803 is then phase-modulated by a pass
device 1806 under the control of an electronic controller 1808 as
controlled by the power pack's throttle. The phase-modulated
waveform is shown as 1810.
[0158] The off period is also obvious for the PWM pulse-type design
shown in FIG. 19. Here, the incoming sine wave 1702 is rectified by
bridge 1705 and filtered by CFPK to produce a near constant DC
output 1903. This DC supply is then phase-modulated by a pass
device 1906 under control of an electronic controller 1908, which
is controlled by the power pack's throttle. This phase-modulation
produces the duty cycle of the modulated waveform output 1910. The
off period will, of course, become vanishingly small if the duty
cycle is allowed to approach 100%. Note that the ripple voltage
shown in waveform 1903 is the result of a loading capacitor
C.sub.FPK partially discharging due to loading from remote objects
1712, 1713.
[0159] The off period is not as obvious in the Variable-Amplitude
Full-Wave power pack design shown in FIG. 17. Here the incoming
sine wave 1702 is amplitude-modulated by a movable transformer tap
1714, which is then full-wave rectified by bridge 1705, which
results in a full-wave output waveform 1703. This waveform is shown
in detail in FIG. 2B where the zero voltage gap 207 is clearly
seen. As explained, this gap 207 is the result of the sine wave
needing to exceed the forward voltage drop of the rectifier diodes
D5-D8 before any output voltage is applied to the layout. Note that
some power pack designs use other ways to vary the amplitude of the
sine wave, but the waveform remains essentially the same. The off
time period will decrease with increasing amplitude of the incoming
sine wave, but will not go completely off.
[0160] Another power pack (not shown) produces variable-amplitude
filtered DC to the tracks, and will not have any periods where the
voltage is zero.
[0161] The three types of output waveforms shown in FIGS. 17-19 all
facilitate the sending and receiving of bi-directional signals
to/from remote objects during the voltage off period into an
electrical environment that has low noise and high impedance. As
all three power pack 1701 include the bridge rectifier 1705 on the
incoming sine wave, this voltage source is isolated from the layout
if the sine wave is below the forward voltage drops of the bridge
diodes D5-D8. In addition, the remote objects 1712, 1713 all have
bridge rectifier inputs, so that the remote objects are
electronically isolated from the track. If the bi-directional
signal does not exceed 1.5-2 volts, the signal may safely be
transmitted in the high impedance, low noise environment of the two
rail track. In addition, pass devices 1806, 1906 further isolate
the track from the input sine wave 1810, 1910 when turned off.
Furthermore, the charged capacitors C.sub.F in the remote devices
1712, 1713 ensure that the remote devices 1712, 1713 are isolated
from track signals that are below the charge voltage of the
capacitor C.sub.F. The Quantum System will remain charged enough to
keep the on-board Quantum electronics off during the duty cycle off
portion of the track voltage waveform.
[0162] Under these conditions, the track impedance will remain an
open circuit for reasonably large signals as long as the charge
voltage of capacitor C.sub.F remains above the desired
bi-directional signal peak voltage. This high-impedance environment
allows an on-board transmitter in the remote object 1712, 1713 to
apply a low amplitude voltage on the track without severely loading
the on-board power supply during the off period. The on-board power
supply usually derives its energy from charged capacitors C.sub.F,
which can only supply power for a brief period. In this way, either
digital or analog information may be sent from the remote object
1712, 173 during off periods of the applied track power voltage.
For instance, the analog output may be the value of an on-board
variable-voltage (or variable-current) supply, or digital data may
be sent as a zero voltage for a logic 0 or some low voltage V.sub.B
for a logic "1," such as the sequence shown in FIG. 20 for a
PWM-type power pack.
[0163] FIG. 20 displays a waveform for a PWM-type power pack where
bi-directional digital information is shown transmitted during the
off periods of the PWM duty cycle. The logic output is shown under
the graph as a series of 0's and 1's. The first four cycles
represent the normal output of the power supply. In other words the
normal condition from the power pack would indicate a continuous
series of zeros during each power off period. In the case of a PWM
pulse-type power pack, the bi-directional data rate would be equal
to the frequency of the applied track voltage (usually twice the
county's power grid frequency, e.g. 100 or 120 Hz in the U.S.).
Logical 1's sent from the remote object are apparent at some points
where the DC power pack returns to zero, such as at 2001, 2002,
2003, and elsewhere.
[0164] FIG. 21 displays a waveform of bi-directional communication
of the type shown in FIG. 20 combined with PRP Encoding. The
bi-directional method of communication of FIG. 20 may be used in
combination with PRP encoding because the polarity of the applied
voltage will not affect the offset voltage. This is shown in FIG.
21 where a PRP has been applied at t.sub.1, and uninterrupted
bi-directional logic is shown being sent as the binary series
("0,0,1,1,0") during this time. Additionally, if PRP occurs during
a power pack pulse or in the middle of a bi-directional "1," it
will not affect the magnitude, polarity, or period of the
bi-directional signal.
[0165] FIG. 22 displays a waveform showing opposite polarity for
bi-directional transmissions with PWM-type track voltage. The
polarity of the bi-directional signal is unimportant as indicated,
where--VB also represents a logical 1 (i.e., .+-.V.sub.B=Logic 1).
It is a reasonable condition of the design of a bi-directional
system to allow either polarity because the locomotive could be
placed on the track in the opposite direction and hence be
transmitting data with the opposite polarity. This is useful
because the locomotive may be configured to tell the controller the
direction it is facing, based on the polarity of the bi-directional
information with respect to the applied voltage.
[0166] FIG. 23 displays a schematic of a bi-directional signal
transmitter 2300 (or generator) on a remote object 1712, 1713 using
an on-board voltage source for transmission during off periods of
the track voltage waveform. The on-board microprocessor is not
shown, and neither are the details of the S&TC system, motor
drive, etc. The on-board voltage generator comprises bridge
rectifiers D1-D4, filter capacitor C.sub.F, linear regulator 2301,
and protection diode D9. The power supply will generate a voltage
V.sub.B at the cathode of D5 when the circuit is loaded. RL
represents the loading on the filter capacitor C.sub.F by internal
electronic components, such as the on-board microprocessor,
lighting circuits, etc. These circuits may be powered by other
voltage regulators (not shown), or may be powered by the V.sub.B
generator.
[0167] Internal loads generally receive power from capacitor
C.sub.F and all return currents go to internal ground 2303. The
pass devices P1-P4 represent ideal (zero resistance switches) under
microprocessor control. P1 and P2 can apply the output V.sub.B
terminal 2302 to either TRK1 or TRK2. P3 and P4 can apply the
internal ground connection 2303 to TRK1 or TRK2. This will allow
the internal V.sub.B generator 2300 to connect between TRK1 and
TRK2 with either polarity. When track power is applied of either
polarity between TRK1 and TRK2, the internal capacitor C.sub.F will
charge to the peak track voltage, less the insertion loss of the
bridge rectifier. When track power is removed, the internal V.sub.B
generator will continue to operate as long as the internal charge
on C.sub.F does not fall too close to the V.sub.B output. There are
two states for providing voltage V.sub.B. One (1), if during this
time P1 and P4 are on, and P2 and P3 are off, then the V.sub.B
generator will apply positive voltage to TRK1 with respect to TRK2.
Two (2), if P1 and P4 are off, and P2 and P3 are on, then the
V.sub.B generator 2300 will apply a negative voltage to TRK1 with
respect to TRK2.
[0168] When designing a circuit for bi-directional feedback, there
are three conditions that should be met to ensure reliable
operation: (1) if the track voltage should reappear when the
bi-directional circuit is operating, there should be no temporary
dysfunction of the on-board system nor any permanent damage; (2)
there should be no unusual current demands from the power supply
that may affect the power supply voltage or operation; and (3) a
short circuit on the track should not cause temporary dysfunction
of the on-board system nor any permanent damage.
[0169] The generalized circuit in FIG. 23 may fail to meet some of
these conditions, depending on track conditions. Consider the state
where P1 and P4 are on, and P3 and P4 are off, which is intended to
apply a positive V.sub.B to TRK1 with respect to TRK2 under open
circuit track conditions.
[0170] FIG. 24 shows the resultant schematic 2400 where these ideal
switches are replaced by opens or shorts (e.g. P2 and P3 are
replaced by an open circuit and P1 connects V.sub.B to TRK1 and P4
is replaced by a short to connect the internal ground to TRK2, and
also shorting out D4).
[0171] To indicate the different track conditions, a simulated
power pack 2402 is constructed having a resistor R.sub.T, batteries
2405, 2406, and a switch 2407. The batteries 2405, 2406 represent
track power VT during the on period of the track power duty cycle,
which is assumed here to be greater than V.sub.B. If the switch is
in position A, positive track voltage is applied to TRK1 with
respect to TRK2. In position C, a negative track voltage is applied
to TRK1 with respect toTRK2. In position B, no track power is
applied, and instead the output of the power pack is simply the
load resistor R.sub.T (2404). The resistor R.sub.T is likely
located in the MBA controller (1300, 1500) along with the detection
circuitry rather than in the power pack 100, but for this
discussion, the MBA and power pack are shown together.
[0172] During circuit operation, where C.sub.F is fully charged, if
the switch 2407 is in the position B, a positive voltage V.sub.B is
applied to the detector resistor R.sub.T in the power pack. If the
switch 2407 is in position A, then the positive V.sub.T volts that
is applied to TRK1 with respect to TRK2 will cause diode D9 to
become reverse biased. No harm is caused from this operation.
However, if the switch 2407 is in position C, then the negative
V.sub.T volts applied to TRK1 with respect to TRK2 is also applied
directly across diode D3 and may damage it. Where a negative
V.sub.B voltage is applied between TRK1 and TRK2, (P1 and P4 are
off, P3 and P2 are on), we get a similar result except that a
positive track voltage (switch 2407 in position A) will damage
diode D4. In addition, if a short circuit occurs in either state 1
or 2, the V.sub.B generator is loaded, which will rapidly discharge
the supply capacitor C.sub.F, as shown in FIG. 24. If TRK1 is
connected to TRK2 via a short circuit, the cathode of D9 is drawn
down to the internal circuit ground 2303, which will generate the
maximum current allowed by regulator 2301. This can be sufficiently
large to discharge the C.sub.F fast enough to power down the
on-board microprocessor before the short circuit condition is
repaired, and may damage the regulator.
[0173] FIG. 25 displays a schematic of a bi-directional transmitter
2500 on a remote object using an on-board current source for
transmission during off periods of the track voltage waveform. The
schematic shows a more complete on-board system where a current
source rather than a voltage source is used for bi-directional
communication. The bridge rectifier is the same, but the power
supply is more complex with two regulators 2501, 2502 to achieve a
high storage capacitance for operation at low amplitude, power pack
track voltages. The input filter capacitor C1 is rated at maximum
peak track voltage. The 5-volt linear regulator 2501 serves to
lower the voltage to a large filter capacitor C2 with a much lower
voltage rating. The second regulator 2502 reduces the voltage to
about 3.3 volts, suitable for the microprocessor 2503.
[0174] The current source generator is made up of two bi-polar
current mirrors. The reference current I.sub.REF is set up by a
logical high microprocessor output at 2504 through resistor R1 and
a diode-configured NPN transistor Q1 and mirrored by Q2. This
current I.sub.REF is reflected down by the diode-configured PNP
transistor Q4, mirrored through Q5, and connected to the track
through protection diode D9. An assumption here is that the base
current errors are negligible for either the top or bottom mirrors
(beta is high).
[0175] Although the input bridge and power supply in FIG. 25 is
conceptually similar to the generalized circuit in FIG. 23, FIG. 25
is drawn with respect to how the on-board current source is loaded
or affected by the power pack 2402. Hence the rectifier diodes
D1-D4 and track rails TRK1, TRK2 are shown located at the output of
the on-board system. As described, the three position switch 2407
can connect to either a positive track voltage at position A, a
negative track voltage at position B, or a load resistor R.sub.T
(2404), located within the power pack.
[0176] Transistor Q3 is used to short out rectifier diode D4 to
allow the on-board bi-directional signal current I.sub.OUT to
return to the on-board electronic ground 2505. Q3 performs the same
function as pass device P4 in FIG. 23. Although this circuit has
some of the same concerns expressed in the discussion of FIG. 24,
the physical limitations of the saturated shorting transistor Q3
does obviate some of them.
[0177] FIGS. 26, 27, and 28 display the operation of the on-board
current source of the bi-directional transmitter 2500 under the
three power supply states. FIG. 26 shows the transmitter 2500 in a
state with switch 2407 in position B. The track voltage is
disconnected and the track is loaded only with resistor R.sub.T.
Since the two batteries 2405, 2406 in FIG. 25 are not used, they
are not shown. In addition, all the rectifier diodes D1-D4 are
reverse biased and left out of the drawing. This makes it easier to
see that the output current I.sub.OUT flows through R.sub.T,
generating the bi-directional signal at the power pack and
returning through saturated transistor Q3. The bi-directional
signal voltage generated at R.sub.T will be I.sub.OUT times
R.sub.T, but no larger than the voltage compliance of the current
source. In this case, it will be no greater than 3.3 volts less the
forward voltage V.sub.F of D9 and less the saturated voltage
V.sub.SAT of Q5, or about 2.3 volts.
[0178] Since Q3 is expected to sink I.sub.OUT, as a general
engineering guide to ensure saturation, one may chose a forced beta
of 10 for this device 2600. This would determine the size of
R2.
[0179] FIG. 27 shows the transmitter 2500 in a state with switch
2407 in position C. The power pack 2402 is applying a negative
voltage VT to TRK1 with respect to TRK2. The approximate voltages
at critical points are shown, assuming a typical voltage of 20
volts for VT. Under these conditions, the cathode of D9 is pulled
down to -0.7 volts, which causes no problem since the current is
limited by I.sub.OUT from the upper current source. The collector
of Q3 (2701) is at a high positive voltage, which can be a problem
since this device is taking current .beta.*IB. This not only
presents a problem with excess current and possible heat, but this
current is beta-dependent, which is unpredictable. For instance, if
we assume a desired current transmission of 30 mA, then we would
want 3 mA of base current. If high beta spec for this NPN is 300,
we have 900 mA. With 19.3 volts of collector voltage, this is over
17 watts.
[0180] FIG. 28 shows the transmitter 2500 in a state with the
switch 2407 in position A. The power pack 2402 applies a positive
voltage to TRK1 with respect to TRK2. The approximate voltages at
critical points are shown, assuming a typical voltage of 20 volts
for VT. Under these conditions, D9 is reverse biased and Q5 is
supplying no current. This presents no problem except that Q5 is
saturated, which may affect signal transmission speed. The
collector of Q3 is forced low, to about 0.7 volts below the
internal ground 2505. This also causes no problems to the switching
time of Q3.
[0181] FIG. 29 displays another embodiment 2900 of the
bi-directional transmitter of FIG. 25 that prevents damage under
certain track voltage conditions. The bi-directional transmitter
2900 may reduce the collector current in Q3. Here, Q3 is a current
source made up of the same reference current IREF as the upper
current source, but Q3 is shown as twice the size, which means it
will mirror twice the reference current I.sub.REF. Under the state
where the power pack is in position C, Q3's current will be limited
to 2 times I.sub.REF. If I.sub.REF is 30 mA, the total power is
0.06 times 19.3, or 1.15 watts, which is tolerable.
[0182] Under the state where the power pack 2402 is in position A,
Q3 will be saturated. Under the state where the power pack 2402 is
in position B, D4 is sourcing I.sub.REF while Q3 is trying to sink
2 times I.sub.REF, which will saturate Q3.
[0183] All of the above circuits showing bi-polar current mirrors
are better suited to an integrated circuit design where the devices
are much better matched than off-the-shelf parts. However, there
are other implementations of current source designs that will
accomplish the same goal. This circuit can also be implemented
using MOSFET technology, which is a better choice for modern
high-density, low-voltage logic designs. For analog or DCC
bi-directional circuit design, the use of current sinks and current
sources protects the bi-directional communication circuit if track
voltage should be impressed during the transmission period. This is
a greater problem with analog then with the NMRA digital command
environment where it is much easier to guarantee that track voltage
is disconnected before bi-direction transmission takes place.
[0184] Another issue that separates the analog environment from the
NMRA digital command control environment is that the analog power
signal is often being constantly interrupted by its very nature. In
the case of a pulse drive or phase-modulated sine waves, the
applied voltage is off for a certain percentage of the 50/60 Hz
time period except for perhaps at the highest setting. Even
amplitude-modulated full-wave rectified sine waves are off at the
zero crossing of the input sine wave. The issue is to know when the
track voltage from the power pack is zero and to provide this
information to remote objects and signal detectors so as to allow
transmission and reception of these digital signals.
[0185] FIG. 30 displays a block diagram 3000 of a bi-directional
data receiver. From the DC power pack 3001, a variable output DC is
connected to termination resistor 3002. Whenever the track voltage
returns to zero during its duty cycle off period or during zero
crossing of the input 50/60 Hz sine waves, the termination resistor
will register bi-directional current pulses from a remote object
connected to the track with voltage pulses that do not exceed the
voltage compliance limit of the on-board current generator. The
voltage detector will measure all voltage variations on the track,
including both the applied track voltage and the bi-directional
signals across the termination resistor 3002. When the track
voltage drops below a predetermined value based on the voltage
compliance limit on the bi-directional current source, the voltage
comparator 3004 enables the bi-directional signal detector 3005 to
monitor the voltage pulses across the termination resistor 3002 as
serial digital data from the remote object. This data is then sent
via a serial port to a controller, such as an MBA controller 3006,
where its microprocessor can use, analyze, display, and/or pass
data 3007 to other digital systems, such as a personal computer or
other digital appliances or accessories on the layout.
[0186] Note that if more than one remote object was transmitting,
the bi-directional communication data stream would be corrupted.
However, if we ensured that each on-board transmitter had the same
voltage compliance, then the sum of all the bi-directional signals
would not exceed this compliance limit. Even though the data is
corrupted, the total track voltage is not statistically changed
over the bi-directional transmission of only one remote object. In
addition, the on-board bi-directional transmitter could also
include a bi-directional receiver. This would allow remote objects
to listen to another remote object transmitting bi-directional
information.
[0187] FIG. 31 is a block diagram 3100 of a bi-directional receiver
in a remote object having a simple on-board system. Here, the
remote object 3101 includes a voltage detector 3102, which
communicates digitized voltage values to the voltage comparator
3103 and to the microprocessor 3104. The microprocessor 3104 in
turn directs the actions of the bi-directional transmitter 3105 of
current signals. In the case of an on-board receiver in a remote
object, a termination resistor 3106 is not needed because
bi-directional voltage pulses are already being created by the
termination resistor within the controller 3107. Based on the
voltage measurements from voltage detectors 3102, the comparator
3103 determines when the track voltage has dropped close to the
preset voltage compliance of current generators in remote objects,
and enables the microprocessor 3104 to analyze the digitized
voltage from the voltage detector 3102. The information received
may be from another remote object or from the same remote object
3101. If the latter, the measurement of bi-directional information
on the track verifies that its own bi-directional current
transmission has successfully reached the termination resistor
3106. When the track voltage exceeds a preset voltage peak value
based on the compliance limit of current generators, the voltage
comparator 3103 informs the microprocessor 3104, which stops
further processing of bi-directional digital signals.
[0188] The function of the voltage comparator 3103 can easily be
included in the microprocessor software and does not need to be
included as a separate piece of hardware. Also, since track voltage
is often used to set on-board throttle, the voltage detector 3102
supplies digitized throttle information directly to the
microprocessor 3104.
[0189] Note that the track voltage is changed by the addition of
bi-directional signaling, which in turn may affect the setting of
the on-board throttle, and hence the speed of a locomotive. To
avoid this interference with the on-board throttle, the track
voltage may be computed only when the voltage comparator 3103 has
disabled bi-directional detection, e.g. when bi-directional signals
are not being sent, or when the applied track voltage is above the
voltage compliance of the bi-directional current sources.
[0190] In FIGS. 20, 21, and 22 are shown bi-directional signals as
transmitting one bit per power off period. At 100/120 Hz pulse rate
from many DC power packs, the resulting 100/120 baud rate may be
sufficient for analog applications. For instance, the on-board
system may continually transmit the locomotive's speed and ID
number without being prompted. If the locomotive is at rest,
perhaps it continually transmits status information (such as
remaining quantities of simulated fuel and water, load value, type
of throttle control, ID number) again without being prompted by a
digital signal from the controller. In program mode, where digital
information is not required from the controller to select or make
changes to program values, the current settings and/or changes
could be transmitted back as a consequence of the on-board system's
state. This would also allow adding simple inexpensive receivers,
such as speedometers, to the power pack.
[0191] Indeed, if we limited the controller to only have speed
information transmitted during the off period of the applied track
voltage, we could transmit a variable analog current from the
on-board bi-directional transmitter whose magnitude represents the
scale speed of the locomotive. This could be achieved by using a
digital-to-analog converter to drive the current reference setting
resistor R1 in FIG. 29, with an output voltage proportional to
speed, taking into account the diode drop of Q1.
[0192] However, if more information is required from the
locomotive, digital transmission may be used. The amount of
bi-directional data transmitted during each normal off period of
track voltage (called the gap) is not limited to one bit. These
time periods are long enough and the bi-directional transmitters on
remote objects may be fast enough to transmit considerable data. In
fact, the on-board transmitter could also function as a DCC
bi-directional transmitter when the remote object is operating in
DCC mode. It is not unreasonable to design systems with data
transfer rates in the kilobaud or low megabaud speeds.
[0193] FIG. 32 displays a DC power pack waveform envelop with dense
high data rate digital signals shown being transmitted during off
periods of the PWM-type power pack. After each track voltage pulse
3201, 3202, 3203, and 3204 drops to zero volts, data bit sequences,
3205, 3206, 3207, and 3208 are transmitted. Each bi-directional
data sequence is shown delayed by a predetermined time,
.DELTA.t.sub.D, 3209, 3210, 3211, 3212, to allow the layout track
system to settle down from any noise-producing elements, such as
inductive kicks, motor EMI (electromagnetic induction), etc. The
amplitude of each bi-directional data packet is indicated as the
compliance voltage, V.sub.C, of the bi-directional current
generators in the remote objects.
[0194] FIG. 33 displays an expansion of the off period of the track
waveform displayed in FIG. 32, showing a frequency shift keying
(FSK) method being used to transmit bi-directional digital data.
Use of FSK to transmit the bi-directional data is just one of many
ways available to do so. Here, in lieu of a system clock, data may
be transmitted as serial asynchronous bits using FSK data
transmission, which is shown in an expansion of the time interval
between DC track pulses 3201 and 3202. Bits are represented by the
different pulse widths, where wide pulses have are arbitrarily
assigned as 0's and narrow pulses as 1's. In this case, the
bi-directional data transmitted is the sixteen-bit word
("1,0,1,0,0,1,1,1,0,0,1,0,1,1,0,1").
[0195] Bi-directional transmission in an analog environment has a
consideration not present under DCC operation, namely that the gap
period where the applied track voltage is off is variable depending
on the throttle setting. In particular, in FIG. 32, the gap is
shorter between pulses 3203 and 3204 due to an increase in duty
cycle of the track power. In this example, the 16-bit
bi-directional data packets 3205, 3206 terminate before the next
track voltage pulse occurs, but data packet 3207 is still
transmitting when the leading edge of pulse 3204 occurs. This is
shown in more detail in FIG. 34, which is an expansion of the time
interval between DC track pulses 3203, 3204. The last zero 3401 of
the 16-bit bi-directional data sequence for this interval
("0,1,0,1,0,1,0,0,0,1,1,1,1,1,1,0") is abruptly terminated before
it can finish.
[0196] This character of the analog gap shrinking as the throttle
duty cycle increases may make it difficult to have a predicable
time interval to transmit bi-directional data. Some power packs do
not go completely to 100% duty cycle, but even so, there is no
standard that can be depended on. We could arbitrarily choose some
gap time and design for data within this gap. Choosing an arbitrary
gap period would certainly work for bi-directional transmission at
lower throttle settings. However, it would also limit the amount of
bi-directional data transmission that we could achieve at slow and
intermediate settings.
[0197] It would seem that the best gap choice would be the time
interval for variable amplitude full-wave rectified sine waves such
as the example shown in FIG. 2B, where the gap 207 is defined by
the bridge rectifier insertion loss and the amplitude of the
applied sine wave. Therefore, the formula for this gap period,
.DELTA.t.sub.G, is given by .DELTA. .times. .times. t G = 2 .omega.
.times. sin - 1 .function. [ V F A ] , ##EQU1## where .omega. is
the radian frequency of the applied sine wave (377 rad/s for a 60
Hz sine wave), V.sub.F is the insertion loss of the bridge
rectifier, and A is the amplitude of applied sine wave (usually
about 18 volts). For these values, .DELTA.t.sub.G equals about 0.5
ms. Considering that a reasonable delay time .DELTA.t.sub.D is
about 100 .mu.s, this leaves only about 0.4 ms for data
transmission. Even at 100 Kbaud per second, this is about 40 bits.
This would be sufficient even with the extra error correction bit
for moderate data transmission.
[0198] We could also allow the bi-directional data to simply
transmit until it is terminated by the raising edge of the next
pulse. If we had a bi-directional detector on-board the remote
object as well as the bi-directional transmitter, the on-board
system would know when the data was being terminated. The on-board
microprocessor could simply verify the number of bits or words that
were successfully transmitted during the gap, and provide this
information to the controller during the next transmission. The
transmission would carry on after the last successful bit during
the next gap. This would allow full use of the variable gap time
interval, and more information would be transmitted at low throttle
settings for pulse-type waveforms and phase-modulated sine waves
than for variable-amplitude sine waves. In all cases, the amount of
data transmitted would be higher at low and intermediate throttle
settings, which are the most common on model train layouts. This is
not an unreasonable approach for bi-directional transmission where
the type of DC power pack waveform is not known and where different
gaps may be present and vary by different amounts depending on
power pack designs.
[0199] Another concern is how to chose which remote object would be
transmitting. In DCC or analog systems where ID numbers are
assigned, the remote object may be addressed and then requested to
transmit any desired bi-directional data. However, in analog, we
may want to avoid the complexity of selecting locomotives and data
type and simply use pre-selected data types for each remote object
(such as speed, fuel, etc.). For locomotives, analog does have the
advantage of having only one train operating at a time on each
block and hence we would only expect one locomotive to be
transmitting bi-directional communication per power block. A
locomotive may be enabled to send bi-directional information in
programming mode using any power pack. In addition, software could
be included to prevent helper locomotives selected during analog
programming or when making up a consist from transmitting
bi-directional information. However, there could be other remote
objects connected to the track besides locomotives, such as
turnouts, accessories, and rolling stock with on-board sound and
control systems that have useful data to transmit as well.
[0200] One may allow sequential data transmission where each
operating locomotive or remote object would, in turn, transmit data
during successive gaps. Once the last remote object transmitted,
the first remote object would transmit again during the next off
period of track voltage, followed by the third and so on in a
continuous selection of remote objects in an endless loop. For
instance, in FIG. 32, the first packet 3205 could be for a first
remote object, followed by packet 3206 for a second remote object,
followed by 3207 for a third remote object followed by packet 3208
for the first remote object again. Since each remote object could
transmit its ID number along with data, an automatic procedure may
be implemented to sequence the transmission of each remote object,
in turn, that would not require the operator to be involved.
[0201] An area of model railroading where both direct and
bi-directional communication are used is in the operation of
electronically and mechanically-equipped rolling stock. These
so-called "operating cars" or "automatic cars" have been available
in model trains for many years and add considerable fun and variety
to the play value of model trains. Generally, operating cars have
been more popular in O'Gauge where there is more interior room for
a mechanical apparatus then in the smaller gauges. The
possibilities for operating cars are as varied as the prototype,
and sometimes, the imagination for model train rolling stock goes
where no prototype train has ever gone before. In addition, some
rolling stock will mimic the operation of the prototype but not
perform the exact same function.
[0202] Some ways in which operating cars may be controlled include:
(1) side dump cars where the contents of an open bin car can be
dumped at the side of the track; (2) log dump cars where the logs
can be rolled off the side of the car; (3) milk car where a
miniature man moves large milk caldrons from inside a refrigerator
car to a platform; (4) barrel car where a miniature man pushes
barrels from a gondola type car to a loading bin; (5) lumber car
where a Hyster loader removes lumber from a flat car; (6) caboose
with a smoke generator for the stove smoke stack; (7) stock car
with animal sound effects, such that different cars have different
animal sounds, such as cows, pigs, sheep, etc. The animal sounds
would respond to the speed or motion of the cars to become more
alarmed or agitated or become more content if the car was stopped.
Further ways to control operating cars include (8) in hopper cars,
where an internal view through the top hatches of the grain or
other load would be seen to change as the simulated contents were
emptied or filled; (9) in Thomas the Tank.TM. passenger cars that
can talk, and where the simulated eyes can move to specific
directions; (10) simulated passenger silhouettes moving through
passenger cars by animating these actions on LDC displays inside
the cars; (11) car load on fire, and requiring firefighter
simulation to put it out.
[0203] Some features are not specific to a particular type of car
or load such as a car that has operating coil couplers, or one that
produces squealing brake sounds, etc. These are effects that any
car may have. If modern design can produce operating cars that are
acceptable to serious modelers, a common set of "car features"
should be standardized to allow operating of these cars in a more
prototypical and predicable way. For instance, each car may be
equipped with a special feature, like mooing cow sounds, but all
cars would have affects expected on any piece of rolling stock. We
are proposing an on-board electronic system to be installed in
rolling stock (hereinafter "Rolling Quantum" or just "RQ") that not
only provides features common to all cars, but is expandable to
allow customization of special features for specific "operating
cars". Rolling Quantum is similar to QSI.RTM.'s Quantum System
installed in locomotives, hereafter called "Loco Quantum" or just
"LQ". Both have similar system features such as hardware
components, the same types of signaling, similar sound system,
motor controllers, lighting operation, etc. The differences are the
features and effects that are specific to rolling stock. Rolling
Quantum may have any number of the following generic features and
capabilities.
[0204] Speed and Motion: All Rolling Quantum will have a speed
detector to measure real and scale speed, S, and for calculation of
distance, D, traveled given by .intg.S(t)dt, the progressive
derivatives of speed, S, namely acceleration A=dS/dt, jerk J=dA/dt,
and whip W=dJ/dt.
[0205] Track Voltage Detection: Just like Loco Quantum, Rolling
Quantum may have detectors for track voltage to determine the
analog throttle setting, Type 1-3 signaling detection,
bi-directional transmission and detection, and DCC detectors.
[0206] Neutral State and Associated Sound and Mechanical Effects:
In analog, Quantum-equipped locomotives enter a Neutral state when
the voltage is below V-Start by a predetermined value and the speed
is measured as zero. DCC has a similar condition of the throttle
setting being at zero and the speed being measured as zero. Having
a speed detector on-board rolling stock allows each car to have a
Neutral state based on the same conditions as Quantum-equipped
locomotives. In Neutral, different car sounds may be activated,
such as live stock quieting down, air releases, etc., as well as
certain operational mechanical functions being enabled or disabled.
For instance, a dump car could be disabled from dumping its load,
even under command, until it is stopped.
[0207] Grade and Sway Detection: While we can determine speed and
calculate acceleration, jerk, and whip, this is only in the
direction of motion of the car. Rolling Quantum could include
inclinometer to indicate current grade conditions or possible
derailment of a car, and/or a side-to-side pendulum-like detectors
to measure lateral car sway and/or accelerometer to measure motion.
With a bi-directional system in place, this information could be
used to control an operator's pneumatic chair to reproduce the
bumps and movements of the model locomotive.
[0208] Trip Odometer and Total Mileage: The distance traveled would
determine when a car need simulated or real maintenance and the
proper time to give it a flat wheel sound or smoking hot box or
other maintenance related effects.
[0209] Time Log: The time the car has been operating may also be
logged. This time may be measured from when the car received fuel,
ice, lubrication, or other variable that is consumed or changed
over time. Total time since the car began operation could also be
logged to give an indication of the car's age. A period of
operation may be combined with the cars age to determine when real
or simulated overhaul is due, or when lubrication is due.
[0210] Signal Transmission from Car to Car: Bi-directional
communication between the locomotives and the cars, by itself, does
not provide information about where within a train a particular car
is located, or how many cars are in a train, or which way
individual cars are aligned. Progressive car detection and
identification from car-to-car transmission or track transceivers
may provide each car with a position number and direction and the
last position number would indicate the number of cars. Car-to-car
communication could be done in a variety of ways: (1) LED
transceivers may be located at the end of each car and directed
towards each other, perhaps out of sight under a coupler pocket, or
the like, or directly transmitted and received in the coupler
pockets; (2) electrical connection through conductive railroad
couplers, air hoses, or car collision dampeners making physical
contact with each other; (3) hard wiring from car to car using
add-on connecting wires that connect from one to the other.
[0211] Power Connections from Car-to-Car: One of the biggest and
most persistent problems in model railroading is electrical pickup
from the track. Track and wheels can get dirty or an insulating
chemical patina can form on metal wheels to interfere with
electrical contact. The best contacts tend to scrape or slip metal
against metal such as a sliding shoe on the track rails since they
tend to be self-cleaning. Wheels make poor electrical pickups since
they contact only over a small area and there is no self-cleaning
action except perhaps on locomotives where there can be some
slippage on the rails, especially with heavy loads. Rolling stock
has no such advantage. In addition, rolling stock usually have
fewer wheels in contact with the rails than locomotives that may be
used for pickup and less weight pressing down that can help
penetrate through the dirt and oil on the rails. In addition,
contacts from the wheels to the electronics also have a
disadvantage for rolling stock. While these contacts are generally
wiper type on an axle or on the wheel, care must be taken to
minimize friction so that cars roll easily. Minimizing friction, of
course, reduces the ability of these contacts to self-clean or to
penetrate dirt and grime. One way to improve electrical contact is
to provide electrical connection from car-to-car. This would allow
many more electrical connections and for long trains it would
virtually ensure reliable power to every car. This also applies to
locomotives where power may be drawn from other locomotives in the
consist from the rolling stock. Car-to-car connections may be done
in a number of ways, such as through (1) the couplers; (2) the
air-hose; or (3) add-on wires being connected connecting from
car-to-car, etc. Any of these methods should be implemented while
simultaneously remaining germane to the prototypical train look. If
power may be connected car-to-car, then car-to-car communication
may also use these same connections.
[0212] On-Board Electronic Memory: Rolling Quantum should contain
read/write long term memory (LTM) means that allow programming
behavior parameters such as volume, ID numbers, etc., as well as
car-related parameters such as the real or simulated contents of
the car, its value, its owner, point of departure and destination.
Memory could also record the cars position in the train (if known),
or the amount of time since livestock has been watered or the
amount of ice remaining in older reefer cars, or the amount of fuel
remaining in mechanical reefers. Memory could also be programmed to
record the name of the car's manufacturer, the build date from the
side of the car, the car's serial number, and the owner's name,
which would be useful in large club layouts.
[0213] Car Transceivers: In model railroading, like prototype
railroading, it is important to have information about the cars
identity, its contents, value, its owner, destination, and the real
or simulated condition of the car and, of course, the location of
the car on the layout. Some of this information could be
transmitted via bi-directional communication back to the
controller, but it would need to be queried on a car-by-car basis
or the continual flow of such information from all cars could
overburden the communication system. In particular, car location is
not known directly by the car.
[0214] "Car Transceivers" may be located under each car, perhaps at
each end, to transmit information to "Track Transceivers" located
in the track or at trackside. Information may include the car's
status, ID number, etc., which would also locate the car on the
layout. Track Transceivers may also communicate to the car
information about its location within the train, which may be
stored in the Rolling Quantum's LTM, each car being given
progressive train location ID numbers as they pass the track
transceivers. The last car and the trackside detector both know
that it is the last car and how many cars were in the train.
[0215] These Track Transceivers may also transmit back to the car
its measured real weight. This is a measurement that would be
useful to know in a hump yard environment where the cars weight
determines how much braking must be applied. An alternative to car
transceivers to determine a car's location is to use a bar-code
label under the car that could be read by a bar-code reader in a
trackside detector. Present LED technology would be favored for the
Car Transceivers and Track Transceivers. A modulated IR (infrared)
carrier to transmit information may help to minimize ambient IR
from sending false data.
[0216] Trackside Detection Reports: Even if many cars in a train
are not equipped with Rolling Quantum, the trackside detector may
still maintain a count of the total number of cars. If the last car
is Rolling Quantum equipped, it may be reported of the total number
of cars in the train, and any other information about hot-boxes,
flat wheels, etc. This information may be sent to the controller
directly by the trackside detector, or via bi-directional
communication by the last car, which may also be received by the
locomotives. This information may also be communicated to the
locomotive via the controller. This information may be turned into
a specific verbal detector message that could be heard from the
locomotive, caboose, radio-equipped work cars, or at the control
center. Detector messages then report the problem type (flat wheel,
hot box, etc.) and car number, and the number of cars in the train,
etc. Because most verbal components of these messages are the same,
prototype detectors use individual recorded messages that are
combined into a full message depending on the needed content, and
then different verbal numbers, problem types, etc., are substituted
into the message as required. This same approach may be done at the
controller or at the locomotive to be heard by the operator. Thus,
even though detector messages may be long and detailed, only one
set of message components need to be stored.
[0217] Proximity Transmitters: The on-board car transceivers could
also be used for turnout proximity detection. This is important
when cars back up through turnouts. A car could be command to
change a turnout to the right or left position. This command would
be detected by a transceiver located at the lead track into the
turnout, which would cause the turnout to respond.
[0218] Operating Couplers: A new coupler design could be installed
on cars (or locomotives) that allows a Rolling Quantum car to be
uncoupled at either end from other cars under command. In addition,
if cars are equipped with car-to-car transceivers that detect when
they were within proximity of each other, this may be transmitted
via bi-directional transmission down the track to alert the
operator to slow down. If the couplers also provide information to
the on-board microprocessor, this could tell the operator when a
successful coupling or uncoupling had occurred. Any coupler
operation would be accompanied by coupler sound effects such as
lift-pin, knuckle opening, knuckle closing, air lines parting, air
brake release, etc.
[0219] Magnetic Wand Operation: Rolling Quantum may use reed
switches, Hall effect devices, etc., which would respond to the
presence of a permanent magnet (magnetic wand) placed near
predetermined positions on the car to open car couplers, change
volume of the sound system, system shut down or start up the car
(such as refrigeration motors in mechanical reefers), cause the car
to unload its contents, open hatches, etc. Alternately, an LED wand
with on-board receiver could be used as well to perform these types
of functions. The advantage of magnetic operation is that the
receiver may be located inside the car body and out of sight such
as under the roof.
[0220] Drawbar Tension and Compression: Couplers could have strain
gauges or other means to detect tension or compression in the
drawbar to indicate if the car is being pushed or pulled and by how
much.
[0221] Car Load Affects: The total number of cars and perhaps the
total simulated weight from car-to-car transmission, trackside
detectors, track transceivers, or drawbar tension and compression,
could be used to adjust the simulated acceleration and braking
(deceleration rates).
[0222] Real Braking Action: A method to apply real functional
brakes that would act like the prototype is proposed. Prototype
trains have two pneumatic braking systems, one for the locomotive,
and a second for the rolling stock. Both use air to activate the
brakes. For the model, specific Rolling Quantum equipped cars may
have real brakes applied whenever a braking command is sent. This
command is be progressive; that is, the longer the command was
sent, the more the brake pressure is applied. If the command is
stopped, the last braking value continues. To release the brakes, a
second "release brake" command is sent, which could also be
progressive. The longer the command is sent, the more the simulated
brake pressure would decrease. Whenever rolling stock brakes are
decreased, the locomotive should produce air release sounds.
[0223] Squealing Brake Sound Effects: This may be based on a known
signal from the operator that car brakes are being applied. The
brake sounds could be automatic and speed dependent and stop when
the car stops as detected by the on-board speed detection.
Squealing brake sounds may be present regardless of whether there
are real brakes or not. Squealing brake sounds may also be trigged
by a direct command from the controller.
[0224] Safety Brakes: A safety design of modern prototype brake
systems requires that brakes be applied when air pressure is
reduced rather than when it is increased. This ensures that if cars
became disconnected from the locomotive, the common brake air lines
would depressurize and all of the common air brakes would be
applied automatically to stop the cars. Model railroading has the
same problem that prototypes do on grades where cars may become
detected from the rest of the train, and start down a long grade,
picking up speed along the way until they derail. If no car-to-car
communication is available, there is no indication that the cars
have become uncoupled from the locomotive. However, each of the
Rolling Quantum cars will know what speed they are going. If the
locomotives are continually sending speed information, the cars can
deduce that their speed is higher than the locomotives and in the
opposite direction, and can apply brakes to stop the cars. Once the
cars are stop and the locomotives recoupled, a command can be sent
to release the car brakes.
[0225] Charging the Brake Lines: Prototype trains will need to
charge the brake lines and the air reserves in each car before
departing. The pressurizing of the brake line makes a definite
sound, similar to steam sounds in old radiator heaters in homes. A
global command may remove all brakes on all cars within a block or
DCC power district. A command may also be used to release brakes on
all Rolling Quantum cars that belong to a consist. Brakes may also
be released from a command from the locomotive that travels from
car-to-car down the train.
[0226] Yard Action: Brakemen may release the brakes on prototype
cars using a hand lever under the car to allow movement around the
yard, such without requiring connecting the brake lines to the
switch locomotive. This lever applies pressure from the air reserve
on the car to the brakes. There could also be a similar method to
release brakes on a car using a handheld magnetic wand to activate
a reed switch or apply a handheld LED wand to the transceivers
under the car. A second action of a wand may reapply the brakes.
One may also mimic the prototype operation by limiting the number
of times that brakes may be applied before the air reserve is
consumed.
[0227] In the case where the brakes have been hand-released, the
automatic method of applying brakes whenever a measurably higher
difference in speed between car and locomotive would be disabled.
This would allow a switcher locomotive to push cars off to sidings
to coast to a stop. These types of movements may be accompanied by
coupler crash sounds whenever cars are coupled or uncoupled and may
not have the air-line release sound of parting air hoses.
[0228] Light Bulb Operation: Some prototype freight cars had
lights. This is certainly valuable for passenger cars and cabooses,
and for special effects.
[0229] Curve Detection: On selected cars, Rolling Quantum will have
a means to detect that a car is entering or in a curve. Freight
cars may make different sounds in curves and have different
effects.
[0230] Squealing Flanges: This may play continual squealing sounds
whenever a curve is detected. The sound may be randomly sequenced
as described in QSI.RTM.'s '431 patent, titled "Non-Looped
Continuous Sound by Random Sequencing of Digital Sound Records,"
and be speed dependent. Squealing flanges may also be produced
under direct command from the controller.
[0231] Smoke Generator: This may be part of the Rolling Quantum
System because there are a number of applications where this may be
useful.
[0232] Hot Box: Prototype bearings on car trucks may become hot if
not lubricated properly or if defective, which will produce a lot
of smoke from the bearing box. The smoke generator on the model car
could emit smoke in the area around the truck or a particular wheel
along with squealing or grinding sounds to simulate this effect. In
addition, this action could be timed to the last real or simulated
maintenance activity. If a hot box were enabled, it would alert any
trackside detector that the train passed through.
[0233] Hot brake effect: Smoke is emitted near wheels on both
trucks to simulate the burning off of brake pads under heavy
braking. This could be automatic under the operation of the brakes
described above, or under direct command by the user. Lighting
effects near the hot box could simulate a fire.
[0234] Burning Load: A smoke generator may be used to simulate that
a load was on fire. On-board lighting may also add to this effect
by simulating the flickering and varied light given off from a
fire.
[0235] Clickity Clack Wheel Sounds: This is a common occurrence and
is often heard after the locomotives have passed by and their
dominate sounds fad away in the distance. Clickity clack sounds may
be speed dependent. These sounds may be on all the time or perhaps
be triggered as the locomotive passes over a highway grade
crossing. If each car knew its position in the train, these sounds
could be progressive such that each car would produce these sounds
in turn and then fad away in the distance. In other words, the
n.sup.th car would know that, based on when the command was sent
and its value of speed, to wait until it was approaching the grade
crossing to make these sounds and then to fad them out after it has
passed by. An observer at trackside would experience the sounds.
There could also be specific commands to trigger special
clickity-clack sound over turnouts or cross over tracks.
Alternately, a trackside transmitter or transceiver may communicate
to each of the cars' "Status Transceivers" in turn to trigger the
Clickity-clack sounds as it approached the grade crossing and a
second track side transmitter to turn off the Clickity-clack
effect. The turn off or fad out could be timed-based on the speed
of the car and when the effect was triggered.
[0236] Flat wheel: This is the continual thump-thump sound of a
defective wheel's flat area hitting the rails over and over. This
is special kind of Clickity-clack sound and would be operated
similarly. A flat wheel effect may be enabled by a maintenance
timeout setting in Rolling Quantum. This may also alert any
trackside detector that there was a car with a flat wheel.
[0237] Rail Whine: This is an effect that increases in frequency
and volume with increased speed. Because this is a continuous
sound, it would most likely be created as a Random Sequence Sound,
as described in the '431 patent.
[0238] Doppler Effect: This may be progressive and based on speed.
When the Doppler command was pressed to trigger the Doppler effect
at a specific location (called the "Doppler Trigger Location" or
"DTL"), locomotives in a consist may each display the effect, in
turn, delayed by a certain time based on its known speed to get to
the DTL, followed by each car delayed more and more to place it at
the same DTL. The observer listening to the train pass the DTL
experiences each car passing in front of him going through the
Doppler effect individually just like it does for the prototype. If
the speed calculation is not exact, the observer may experience the
Doppler location with some randomness around the DTL or a movement
of the Doppler location gradually in either direction around the
DTL. This is based on the same concept as progressive
Clickity-clack described above. In fact, these two features would
normally be combined. If a trackside transceiver triggered each
locomotive and car in turn, then the DTL would be constant and
known.
[0239] Progressive Slack Action: Slack action may also be
progressive, from car-to-car. This may be based on detection of
movement, or timed from the car knowing its position in the train
or from when the couplers make contact to each other, or from
measurements of changes in drawbar tension or compression detector.
In the latter case, different sounds may be generated depending on
whether the cars are being pulled or bunched up. Coupler-to-coupler
signaling through conductive couplers may work well because
compressed couplers may be designed to provide no signal, or a
different type of signal, while stretched couplers provide signals
that the couplers have been pulled tight.
[0240] Car creaking and groan sound effects: Prototype cars respond
with all kinds of creaking, clunking, bending, pops, and grinding
sounds, that result from its motion on the track. Rolling Quantum
could produce these sounds as a function of speed, acceleration,
jerk, whip, and/or from the output of any on-board accelerometers
or motion detectors. These sounds may also change during Doppler
and progressive Doppler operations.
[0241] Reverb and Echo: These are sound effects that apply to both
locomotives and cars. Echo is apparent in areas where there are
reflecting surfaces a long distance away, such as mountains,
canyons, etc., while reverb applies more in the city with building
around or in tunnels and cuts. The same command that applies these
features to Loco Quantum also apply to Rolling Quantum. However,
for a moving train entering a cut, these effects could be
progressive so a train entering a tunnel would start to echo one
locomotive or car at a time. The same is true regarding turning off
echo or reverb when leaving a tunnel.
[0242] Car Serial Number Selection: Freight cars have long serial
numbers printed on the car side along with the build date, inside
and outside dimensions, total allowable load, etc. It might be
useful to be able to select cars by their serial numbers, either to
operate an effect to get a status report of their car
specifications or cargo. This is different than their train
position ID, or consist ID, or even the car ID setting programmed
by the user.
[0243] Coupler Operation on Uncoupling Track: On-board
transceiver(s) may allow either coupler to be opened or possibly
closed by a transceiver in the track. Uncoupling is normally done
with KD-type couplers by a magnetic strip in the center of the
track that is used to attract the ferromagnetic air hoses that open
the coupler knuckles. For legacy issues, the transceiver in the
track may be combined with the magnet to allow uncoupling of either
KD-type or Quantum-type couplers. This also frees up the air hose
under the Quantum coupler for another purpose other than magnetic
uncoupling, or at least would allow it to look more decorative and
realistic looking than the KD design.
[0244] Radio Cab Chatter: Car-to-car transmission or bi-directional
transmission may be used to produce simulated radio dialog between
the crew in the locomotive and the caboose crew, or other cars that
may contain crew with radios. Stored messages may be maintain in
memory in RQ's and individual appropriate responses to radio
communication may be heard in remotely located cars that are
logical to the type of communication, such as reports from the
brakemen or conduction about the condition of the train. For
instance, the engineer's voice from the locomotive's radio asking
if there was a hot box on the train and the response from the
caboose's radio would be the correct answer and so on.
[0245] Cargo Damage Estimate: Acceleration, jerk, and/or whip may
allow the microprocessor to determine how much damage was done to a
simulated load. Sound effects, such as crashing sounds, thumping,
bellowing livestock, etc., may be related to these variables.
[0246] Smell: An optional on-board atomizers to produce smells of
different types of loads, such as animals, grains, chemicals,
lumber, cooking in the caboose, Christmas trees, fruit, etc.
[0247] Local Positioning System receiver: A Global Positioning
Systems (GPS) may be implemented within a model train layout. If a
GPS system is installed, then each car or locomotive could know its
precise location on the track system. This information can be
relayed back to the control to shown a graphic of the train's
position and movement on a simulated track layout plan. Even if the
cars accidentally broke away, this could also be shown graphically
in real time.
[0248] On-board Battery Back-up: This would allow the rolling stock
Quantum System to remain working even if track power is lost. This
is an advantage in three-rail AC powered trains where the track
power is interrupted to change the locomotive's directional state.
In addition, sound so live stock, escaping air, creaks and groans
could continue if the event of a derailment or short circuit on the
track. We might also specify high value capacitors to do this job,
which sometimes uses rechargeable battery technology to make these
devices.
[0249] State Dependent RC Operation: This allows expanding the
number of remote control operations in excess of the limited number
of remote control signals or commands available to the system as
described in the '431 and '142 patents.
[0250] Expandable System: This includes motor drives, additional
lighting, solenoid drives, UART, serial ports, etc., to remote
microprocessor-based accessory boards, etc.
[0251] Downloadable Sounds and Software: Software and sound records
could be downloaded via the systems serial ports, down the track
using DCC or another communication standard, or using the
Car-Transceivers from a Track-Transceiver unit or some special
program apparatus designed to utilize any of the systems
communication ports. A special program apparatus may allow
increased data transmission rate with less electrical noise than
downloading information on the layout.
[0252] Take Control: Many features are automatic and occur as
dependent state features. That is, the features (such as
directional lighting) or sounds may be activated by the state of
the locomotive. Features can also be controlled directly by
command. When a feature that is normally automatic is operated by
user, and does not revert back to automatic behavior, this is
referred to as a "take control feature". For instance, brake squeal
may sound automatically whenever RQ or LQ remote objects slow down.
However, if the operator sends a command to produce the squeal
effect and if this is designated as a "take control feature," the
remote object will no longer make this sound automatically: the
user has taken control. There are a number of ways that automatic
behavior may be restored. (1) A command may be sent restoring all
(or just individual) features back to automatic. (2) The locomotive
can enter a state like Neutral that would restore some or all take
control features; for instance, the brake squeal may revert to
automatic after entering Neutral. (3) Automatic behavior of some or
all take control features may be restored when using other
commands, such as the locomotive start command where it would make
sense that a locomotive begins with all automatic behaviors. (4)
Automatic behavior for analog may occur with an interruption of the
track power.
[0253] The electronics also help to give the car weight. It may be
possible to factory install electronics in flat cars and perhaps
the components could be placed and covered with decorative plastic
to simulate under-car detail.
[0254] FIG. 35 displays a block diagram of a Rolling Quantum ("RQ")
system, an on-board feature for general application in any remote
object on a layout, but particularly suitable for rolling stock.
The car is represented by it trucks, 3503, 3504 and the
coupler-to-coupler-pocket assemblies 3501, 3502. Heavy connecting
lines in this drawing represent multiple signals and arrows on
lines represent the direction of communication between elements.
Connections to the track are shown as double arrows 3506, 3507,
which represent both power connections and signal transmission from
RQ to the track, and from the track to RQ. Common track power and
signals from all electrical pickups is shown as line 3505, which
also applies to car-to-car connectors 3508, 3509. Although these
connectors are shown as distinct from other apparatus, they may be
combined with the coupler assemblies 3501, 3502, which would allow
automatic car-to-car power connections when cars are coupled
together.
[0255] Track Power is connected to a power supply 3510, which
supplies stable electronic power to the RQ system. This power
supply can be as simple as a linear regulator design, or a more
efficient switching regulator to save power and provide higher
internal voltage at low throttle settings. An optional battery
backup 3511 may provide continuous power through interruptions in
track voltage and can provide power to a low-power clock IC
(integrated circuit) to provide continuous real or fast time
information. To prevent unneeded battery discharge, battery backup
3511 may contain circuitry to automatically disconnect from the
power supply after a predetermined time period after the track
power has been removed. In addition, battery backup 3511 may also
be controlled by a microprocessor 3512. The microprocessor 3512 may
command the battery backup 3511 to disconnect from the power supply
3510 after a predetermined time after track power has been removed,
and could also monitor the battery's charge state and could also
affect the charge rate. Additional items displayed in FIG. 35 will
be discussed below.
[0256] FIG. 40 displays a schematic 4000 of a two-stage power
supply used in "Quantum Loco," which can also be used in Rolling
Quantum. This is similar to the power supply described in FIG. 25,
but is drawn to more clearly see its connection to track power. A
full wave bridge made up of diodes D1-D4 convert track power
supplied on rails TRK1 and TRK2 to positive +DC at node 4001, with
respect to internal ground at node 4002. The voltage rating of a
first filter capacitor C1 accepts the peak operating track voltage
between TRK1 and TRK2. The +5 volt regulator 4003 supplies voltage
to the second filter capacitor C2, and second linear regulator
4004, which supplies a steady 3.3 volts for the main system
microprocessor 4005 and other electronic components. These
components may include RAM, ROM, LTM, motor drives, battery back
up, charging, shut-down circuitry, and other components requiring
electronic power in FIG. 39. These components are represented by
box 4006.
[0257] The two-stage design allows C2 to have a much higher
capacitive rating and much lower voltage rating than C1 without
requiring large physical space. This provides a robust 3.3 volt
supply with reduced ripple for operating at low track voltage and
maintains stable power during brief interruptions in power from
poor track pickups, or opens or shorts that may occur from faulty
track, turnouts, derailments, etc. Because of large currents
required to charge capacitors C1 and C2 during initial power up,
microprocessor-controlled switches SW3, SW4 are opened by default
to limit the current through resistors R1 and R2 until near full
charge is obtained. Switches SW3, SW4 may also be independently and
rapidly turned on and off via microprocessor 4005 to better control
the charge rate. Switches SW3, SW4 may be simple relays or most
likely would be electronic pass devices such as bi-polar
transistors or FETS. Switches SW1, SW2 may be combined to one
switch that connects between ground 4002 and a common node for the
negative terminals of C1 and C2. In this case, the two resistors R1
and R2 would be combined into one current limiting resistor
connected across the single switch.
[0258] The power supply circuit in FIG. 40 is designed to provide
stable voltage for DCC where the track voltage is constantly at a
high value (14 to 40 volts depending on scale and power supply) and
for Analog where the truck voltage may be reduced to low voltages
in the 2-5 volt range where it is difficult to generate sufficient
voltage for on-board electronic circuits. Analog operation benefits
from reducing insertion loss for various components to a minimum.
Diodes D1-D4 may be Schottky types, which have forward turn-on
voltages that are usually 0.3 volts less than n-p diodes. The +5
volt and +3.3 volt regulators 4003, 4004 may be low drop out (LDO)
types. In addition, after power up, the switches SW3, SW4 may short
out the resistors R1, R2 to maintain the highest charge on
capacitors C1, C2, and thereby minimize ripple.
[0259] A number of issues and methods regarding connecting power
from car-to-car are shown in FIG. 41 through FIG. 50. For railcars
that use knuckle couplers, one may use the couplers to connect
power between cars.
[0260] FIG. 41 displays a diagram of a method of transmitting track
power from railcar-to-railcar 4100 through the couplers on a
three-rail track comprising outside rails 4101, 4102, and a center
rail 4103. Three-rail operation usually has both outside rails
electrically connected together with power applied between the
center rail 4103 and these two outside rails 4101, 4102. Power
pickups for locomotives or rolling stock are done through multiple
wheels 4104 to connect to the outside rails and through rollers
4105 to connect to the center rail 4103. Usually the outside rails
4101, 4102 are connected directly to the railcar chassis through a
conductive truck assembly 4106 and mounting studs 4107. Because
there are usually many wheels 4104 making contact to the outside
rails 4101, 4102 (8 in this example) and much less for the center
rail 4103 (2 in this example), outside rail contact is usually much
better than center rail contact. In order to improve power pickup
to the center rail 4103 when a number of such cars are coupled
together, electrical connections 4109 are shown from the center
rail rollers 4105 to conductive couplers 4110, which are insulated
from the outside rails 4101, 4102.
[0261] FIG. 42 displays a diagram showing a similar method to that
of FIG. 41 of connecting power to railcar 4200 couplers for
operation on a two-rail track. Two-rail model train operation
applies power between the two rails 4201, 4202, where rail 4201 is
at a first potential and rail 4202 is at a second potential.
Two-rail trucks usually use wheels 4204 on one side for pickup
while wheels 4204 on the other side are insulated. Conductive
wheels 4204 and axles 4108 ride on rail 4201 (first potential)
while conductive wheels 4205 and axles 4209 ride on rail 4202
(second potential), and the remaining wheels are electrically
insulated. Power is transferred to pickup assemblies 4206, 4207
through conductive fingers (not shown) that ride on the axles 4208,
4209. In an attempt to conduct power from one car to another,
adjacent conductive coupler assemblies 4210, 4211 may include wires
4212, 4213, respectively, for mutual coupling with compatible
assemblies 4210, 4211 of another car.
[0262] This method may not work, however, because when cars are
coupled together, the potential of each cars' connecting coupler
4210, 4211 will be opposite and a short circuit will occur. This is
evident in FIG. 43 where coupler 4211 is at the first potential and
coupler 4210 is at the second potential. It does no good to rotate
either car by 180.degree. since both the pickup positions and the
couplers change position, and there will still be a short
circuit.
[0263] FIG. 44 displays a diagram showing how the short circuit
condition in FIG. 43 may be partially obviated by using only one
rail power pickup in each rail car. One could simply choose one of
the two rail potentials and pass it along from car-to-car such as
the common second potential for cars 4401, 4402. However, only one
of the two required potentials are conveyed from car-to-car. Since
the power pickups are symmetric, there is no advantage of picking
up one side rail pickup over the other. Even if many cars are
connected together in this manner, the first potential pickup in
any one car will only be from one side, which is only two wheels in
this example. The other disadvantage occurs if one of the cars is
rotated by 180.degree. as shown in FIG. 45, where car 4402 is shown
rotated from car 4401. Because the pickups also rotate, the
polarity is changed from the first polarity to the second polarity,
and the adjacent couplers 4211, 4211' in the two cars 4401, 4402
are shown as having opposite polarity, which would also create a
short circuit if connected.
[0264] FIG. 46 displays a diagram showing how coupler dampers of
European railcars may be used to transmit power from
railcar-to-railcar, which railcars 4701, 4702 have, respectively,
coupler dampers 4602, 4603, 4604, 4605 on either side of the
couplers 4610, 4611. The dampers provide cushioning during coupling
and may also provide smoother and less damaging train startups and
braking by minimizing the effects of slack action. Because these
dampers are spring-loaded they can be designed to ensure continual
physical and electrical contact from car to car. Here, the first
potential is connected to dampers 4602, 4604 while the second
potential is connected to 4603, 4605. There is no electrical
connection shown for couplers 4610, 4611.
[0265] FIG. 47 displays a diagram showing how cars equipped with
electrified dampers may transmit power from railcar-to-railcar
without short circuit conditions, irrespective of car orientation.
Two such cars 4701, 4702 are shown that have the same potentials
for adjacent dampers 4604, 4602' (first potential), and for
adjacent dampers 4605, 4603' (second potential). If one of the cars
(4702) is rotated, both the dampers change sides, as well as do the
pickups, so the potentials between adjacent car dampers will remain
the same. If the car dampers connect with each other and stay
connected during operation, this method works for transferring
power from car-to-car. In addition, because the couplers are not
used for power connections, they may be used to send electrical
signals from car-to-car.
[0266] There are other connection methods to send power from
car-to-car. For model passenger cars, the coupler may be used to
conduct one polarity while the striker-plate on the passenger
diaphragms at the end of each car could conduct a different
polarity. On model freight cars, the coupler may conduct one
polarity while an electrical connection between the decorative air
hoses could conduct a second polarity. However, connecting air
hoses may require intervention by the model train operator to do
this operation by hand. The operator would likely prefer that
simply coupling the cars together would automatically make reliable
electrical connections between cars. To do this, we need a coupler
that can conduct more than one polarity to a second coupler.
[0267] FIG. 48 displays a coupler 4800 that has two electrical
contacts to allow power to be transmitted from railcar-to-railcar.
Note that the darkened areas are non-conductive, insulation
material. A knuckle 4801 is connected electrically to a pocket
lining 4802 (the first electrical contact), which are both
electrically connected to a first conducting wire 4805.
Additionally, a first side conductor 4803 is electrically connected
to a second, opposing side conductor 4804 (the second electrical
contact), which are both electrically connected to a second
conducting wire 4806. A small insulating node 4807 at a free end of
the knuckle 4801 prevents the knuckle 4801 from coming into contact
with either of the side conductors 4804, 4806 when the knuckle 4801
end is open and the couplers mate (as shown in FIG. 49).
[0268] FIG. 49 displays two couplers 4800, 4800' as displayed of
FIG. 48, showing electrical connections between respective first
and second electrical contacts where the couplers are in tension,
e.g. being pulled away from each other. More specifically, knuckles
4801, 4801' come into mutual contact where the couplers 4800, 4800'
are tensioned apart. Simultaneously, opposing side conductors
connect, so that side conductor 4803 contacts 4804', and side
conductor 4804 contacts 4803'. These two sets of electrical
connections provide positive and negative power connections, which
are relayed car-to-car down the track.
[0269] FIG. 50 displays the two couplers 4800, 4800' similarly as
displayed in FIG. 49, but now in a state of compression, e.g. being
pushed toward each other. Here, the knuckle 4801, 4801' of each
coupler 4800, 4800' contacts the respective pocket linings 4802',
4802 of the other, thereby still completing the needed first
electrical power connection. Simultaneously, opposing side
conductors connect, so that side conductor 4803 contacts 4804', and
side conductor 4804 contacts 4803', thereby also completing the
second electrical power connection.
[0270] The first electrical connection, however, may lose contact
when the couplers 4800, 4800' are connected, but the knuckles 4801,
4801' are free-moving in the coupler pocket. That is, when the
couplers 4800, 4800' and knuckles 4801, 4801' are neither in
tension nor compression, as displayed in FIG. 51. This condition is
not common for model trains, but may occur when locomotives are
decelerating slowly and the cars tend to "catch up" with each
other, leaving slack in some couplers. To the extent slack
conditions exist during operation, if data signals are sent through
couplers 4800, 4800' from car-to-car down the track, then the data
transfer rates are slowed accordingly.
[0271] FIG. 52 displays an improvement in the coupler 4800 of FIG.
48, where a spring-loaded pin helps ensure electrical contact
between couplers in slack. Discussing one of the two couplers 5200,
5200', the knuckle 5201 is shown in an open position. The knuckle
5201 comprises three elements: a rounded conductor 5201, an
insulator 5202, and a flat conductor 5207. A plunger 5208 includes
an electrical conductor, which electrically connects to the flat
conductor 5207 (the first electrical connection), and both of which
electrically connect to conducting wire 5205. The first and second
side conductors 5203, 5204 are electrically connected (the second
electrical connection) (as the conductors 4803, 4804 of FIG. 48),
which both electrically connect to conducting wire 5206. The
plunger 5208 also includes a spring (not shown) internal to the
coupler 5200 to bias against the knuckle 5201' of another coupler
5200'.
[0272] FIG. 53 shows two improved couplers 5200, 5200' having
plungers 5208, 5208' that now push (with these internal springs)
their respective knuckles 5201, 5201' together, and prevent the
creation of non-conductive gaps within the pockets of the
respective couplers 5200, 5200'. So long as the train is not under
too great a compression so as to over the plunger spring force, the
plungers 5208, 5208' should keep the couplers 5200, 5200' firmly
coupled together, thus improving data transfer rates of car-to-car
data communication. The first electrical connection is complete
through contacts of the respective depressed plungers 5208, 5208'
and rounded conductors 5201', 5201. Simultaneously, opposing side
conductors connect, so that side conductor 5203 contacts 5204', and
5204 contacts 5203', thereby also completing the second electrical
power connection.
[0273] Although the plungers 5200, 5200' are shown extended when
the knuckle 5201, 5201' is open, the plungers 5200, 5200' could be
designed to be a part of the coupler latching mechanism and
automatically appear when the couplers 5200, 5200' lock in the
closed position. The plunger spring does not need to be super
strong. The spring may be just strong enough to make electrical
contact, but may be weak to the point of providing flexibility to
preserve slack action of the cars. Also, the stress gauge described
below and shown in FIG. 38, will provide some longitudinal motion
as well. The coupler mechanism may also be designed to prevent the
plungers 5208, 5208' from extending until a command signal enables
them, leaving slack action effects until the train starts moving.
However, the mechanical coupling between cars may become more
reliable from the spring-loaded plunger 5208, 5208', thus
preventing slack action.
[0274] Rail cars with KD-type couplers are more prone to
accidentally disconnect when the cars try to "catch up" to the
locomotive speed and couplers on various cars are compressed
together. This most often occurs while the train is going down a
grade at slow speed. Since these types of couplers tend to push the
knuckles open in compression, certain cars can disconnect when the
locomotives speed up or any other action causes the couplers to
change from compression to tension.
[0275] Conductive couplers like those shown in FIGS. 48 and 52 may
be used to conduct power from both car pickups in each rail car to
couplers as shown in FIG. 54. Cars 5500, 5500' facing the same way
may be connected together to provide power from car-to-car, as
shown in FIG. 55. However, if one car 5500' is facing the other
direction, the conductive areas on the couplers change polarity and
there is a short circuit condition if the cars should couple as
shown in FIG. 56. Here it can be seen that the knuckle 4801' of car
5500' will contact the knuckle 4801 of car 5500. While the
technique of using a two-conductor coupler design does solve the
problem of supplying both polarities, it does not solve the problem
of short circuits when cars are not all facing the same direction.
One solution is to not transfer track power from car-to-car, but to
supply internal electronic power, which is immune to track
polarity.
[0276] FIG. 57 displays a schematic 5700 of an on-board electronic
power supply and transmission system to convey electronic power and
data from railcar-to-railcar. Displayed is a simplified Rolling
Quantum System plus a means to not only supply power from
car-to-car, but also a means to send digital communication from
car-to-car. The internal power supply is a simplified version of
the power supply described in FIG. 40, for simplified discussion.
The in-rush current limiting circuits comprising R1, R2, SW3, and
SW4 in FIG. 40 are replaced by short circuits and the ground return
lines on the +5 and +3.3 volt regulators have been left out. All
electronic components are grouped into the microprocessor 5704 of
FIG. 57. The power that is passed on from car-to-car is the +5 volt
supply and internal ground 5701.
[0277] FIG. 58 displays the schematic 5700 of FIG. 57 on-board a
model railcar. Here, the track power from each pickup is connected
to the inputs of the bridge rectifier at 5801, 5802. In this case,
the internal ground 5803 is connected to the conductors of the
second electrical contact on both couplers. The T connection of
switch SW1 is connected to the first electrical contact of one
coupler 5810, and the T connection of switch SW2 is connected to
the first electrical contact of the other coupler 5810'. It would
make no difference if this car was turned 180.degree. with respect
to other cars other than the switch connections for SW1 and SW2
would exchange positions.
[0278] FIG. 59 displays a schematic 5900 showing a series of cars
on a two-rail powered track connected together to transmit both
power and data. Schematic 5900 is a three car segment of a train
centered at car "n" with car "n-1" to the left and car "n+1" to the
right. Car "n" is facing backwards in this figure. The only
difference in the schematic of car "n" is labeling, the changes
being apparent as displayed. While some of the circuit components
are relocated, the circuit of car n is functionally the same as the
circuit in car "n-1" or car "n+1".
[0279] Referring again to FIG. 57, when SW1 and SW2 are in the T
position, the +5 volt supply is available to any other car that is
electrically connected to the +5 lines 5702, 5703 and internal
ground 5701. When either switch SW1 or SW2 is in the L position,
any data in the form of +5 volts or zero volts may be detected by
microprocessor inputs 5705, 5706. When data is to be transmitted to
another car, then the microprocessor-controlled switches SW1 or SW2
can be switched between the L and T position at a predetermined
rate and time intervals to send out either PSK or FSK outputs on
line 5702 or 5703. Any car that is on an open line that has the
appropriate switch SW1 or SW2 in the L position can listen to these
transmissions. A line is open through a car if both SW1 and SW2
switches are closed. If all cars have these switches closed except
for the last car, then the locomotive may talk to this last car
down the entire length of the train. The switches SW1, SW2 are
shown as single-pole, single-throw mechanical types but may be fast
pass devices under microprocessor control to ensure the fastest
data rate possible.
[0280] Referring again to FIG. 59, SW2 of car "n" is open in the
listening position, L. If the microprocessor in car "n-1" is
turning on and off switch SW2, then each time it closes, +5 volts
are applied to line 5002, which applies +5 volts to the
microprocessor input 5905 in car "n," and each time it opens, zero
voltage is applied to input 5905. If we consider +5 volts a logic
"1" and zero volts a logic "0," the digital data may be sent from
car n-1 to car n at a very rapid rate. If car n wishes to talk to
car n+m, then it all intervening cars, n+1 through m-1, need to
have switches SW1, SW2 in the T position, and car M has the switch
connecting to car m-1 in the L position.
[0281] It is interesting to design car-to-car transmission
protocols for trains made up completely of RQ systems. The first
task may be to store the position of each car of the train in its
own LTM. Until this is accomplished, how would any car know which
car is talking to it or whether it is the designated recipient of a
message? Each car should also know which way it is facing in order
to determine if a message is arriving from up-stream (towards the
head-end locomotives) or from down-stream (toward the caboose or
end of the train). Fortunately, each car can sense the track
voltage. If during the calibration or identification process, a
known voltage polarity was applied to the track, each car can
determine its direction with respect to the front of the train.
[0282] For instance, if an analog track voltage was applied that
would make the train move forward, then each car that measured a
negative voltage would know it is facing backwards and would know
which of the two switches SW1, SW2 should be opened to listen to
up-stream messages or down-stream messages. The first command
during the calibration and ID protocol is to send a track command
to open all SW1 and SW2 switches to the listen position. The
locomotive then sends the first message to the first car announcing
that it is the locomotive. The first car gives itself an ID of 1,
and then closes both the up steam and down-stream switches and
tells the next car it is car 1. This informs the locomotive that
the message was received and that there is a car 1 present. Car 1
then opens both switches and car 2 performs the same operation as
car 1. The second car gives itself ID 2, and closes both up-stream
and down-stream switches and tells both car 1 and car 3 that it is
car 2. This informs car 1 that the message was received and that
there is a car 2. Car 2 then opens both switches and car 3 performs
the same operation as car 2.
[0283] This procedure may continue until all cars give themselves
consecutive ID numbers. When the last car does not get a response
from the next car with its ID number, the last car knows that the
end of the train had been reached and how many cars are in the
train. The last car may then send this message back up-stream to
the locomotive. At this point, all switches would be in the closed
position T except for the first car switch connected to the
locomotive. This allows all cars in the train to have shared
internal power supplies to increase the trains pickup and
reliability. However, idle packets or a series of digital 1's may
be continually sent down-stream from one car to the next to keep
the channels open. This means that every up steam switch is in the
L position and every down-stream switch continually sends data. If
a car wanted to send a message up-stream, it could close its
up-stream switch. The next up-stream car detects a constant +5
volts on the connecting line, and then changes its switch position
to L to receive this message, which would then continue up-stream
from car-to-car.
[0284] Once all cars have ID numbers, it is possible for the
locomotive, caboose, or any car to address any other car with a
message. It is also possible to know that a car was unresponsive
and maybe has a connection problem. In addition, simple aftermarket
conductive coupler kits may be sold to upgrade older cars or
locomotives that do not have RQ to all allow messages to be
transmitted through these cars. This only requires replacing the
existing coupler and connecting the couplers together with a wire
pair. Coupler kits may also include a small electronics board to
allow older cars to have ID's and to transmit data. This does not
require older cars to have powered trucks since power may be
supplied from up-stream or down-stream cars that are RQ
equipped.
[0285] Referring again to FIG. 35, the RQ design comprises the
microprocessor 3512, an EEPROM 3513 (non-volatile memory),
read/write Long-Term Memory ("LTM") 3514, and a system expansion
3515. The microprocessor 3512 is also connected to a sound
locomotive 3516, which digitally processes sounds stored in EEPROM
3513. The microprocessor 3512 also contains hardware and/or
software to process Analog and DCC signals. Because these digital
or analog signals are combined with the applied track voltage on
line 3505, they are first processed by a signal conditioner 3517,
to provide signals suitable for microprocessor 3512 inputs.
Conditioned signals may be in the form of asynchronous digital
information, such as FSK or PSK format, or may be analog signals or
analog signals with impressed digital information or synchronous
data timed to pulses on the track or transmitted by other means. In
most cases, the microprocessor's analog-to-digital converters
("ADCs") are used to analyze these signals, but could contain
hardware to detect DCC or other specific types of digital or analog
signaling. For some analog signals, the actual voltage and/or
waveforms are important, such as determining any polarity reversals
for detecting Type 1, 2, or 3 signaling, throttle setting, or when
a Neutral state would be entered. Microprocessor 3512 may also
contain ROM (such as MROM) for rewriting the system EEPROM 3513
directly from signals impressed on the track or from data supplied
from system expansion 3515. Without hard-coded ROM in the
microprocessor 3512 to perform this function, instructions must
first be loaded into the microprocessor RAM from the system EEPROM
3513 before the EEPROM 3513 is erased and rewritten with new
data.
[0286] The system expansion 3515 allows RQ to be customized for
different types of rolling stock and effects. This box is shown
with PWM outputs for controlling analog effects as well as motor
control outputs for controlling mechanical effects, and a serial
bus to control other microprocessor or digitally-controlled
appliances or accessories, and for receiving information and
passing it back to the microprocessor 3512 from these items. In
addition, the serial ports allow the EEPROM (such as flash) to be
programmed on-board through an external connection to a
computer.
[0287] A digital sound locomotive 3516 provides separate sound
channels allowing polyphonic combinations of the independently
recorded sounds. These sounds may be individually or collectively
processed to add reverb and echo effects 3518 before being sent to
audio amplifier 3519 and speaker 3520. The sound locomotive 3516 is
shown as a separate piece of hardware, but may actually be part of
the microprocessor or digital signal processing integrated circuit
programming.
[0288] RQ includes a bi-directional transceiver 3521, which is
controlled by the microprocessor 3512 to impress digital or analog
signals on line 3505, to apply bi-directional information directly
to the track. Transceiver 3521 may also receive bi-directional
information directly from track and condition these signals to be
applied to microprocessor 3512 inputs.
[0289] Multiple coupler assemblies 3501, 3502 are also controlled
by the microprocessor through lines 3522, 3523. If coupler
assemblies 3501, 3502 contain means for opening and/or closing the
couplers, this function may be controlled and monitored by the
microprocessor 3512 as indicated by coupler drivers 3524, 3525 and
signal lines 3522, 3523. Coupler assemblies 3501, 3502 are shown
containing car transceivers 3526, 3527, which can communicate with
stationary track transceivers 3528, 3529, which are connected to
main layout control or local stationary accessories, such as
turnouts, car loaders/unloaders, trackside detectors and local
power control units. As the car containing a car transceiver 3526,
3527 passes over a track section with track transceivers 3528,
3529, bi-directional communication may commence between a track
transceiver 3528, 3529 and the on-board car transceivers 3526, 3527
whenever these two transceivers are within sufficient proximity of
each other.
[0290] Additionally, transceivers like 3526, 3527 may communicate
from car-to-car, whenever two cars are in sufficient proximity of
each other, such as being coupled together. This allows
bi-directional communication from car-to-car down the entire length
of the train, including locomotive(s). The car transceivers 3526,
3527 may also be designed to detect the distance between itself and
the next car, and the speed of approach or withdrawal to help the
operator determine the best throttle or speed setting to operate
his train when direct vision is impaired or when the train or
locomotive(s) are under computer control during switching and yard
operation.
[0291] A transmitting wand may also be placed under or near car
transceivers, 3526, 3527, to allow selected cars to be uncoupled
from each other. The car transceivers 3526, 3527 need not be
located on the coupler pockets as shown, but may be mounted
somewhere on the car to allow transmission to track transceivers
3526, 3527 and the next car. For instance, it may be useful to
mount car transceivers 3526, 3527 on the coupler body to help
shield the car transceivers 3526, 3527 from ambient light.
[0292] Car transceivers 3526, 3527 may also be used as a means to
download new sounds and software to the RQ, either using track
transceivers 3526, 3527 or a special program apparatus that would
communicate directly to the car transceiver 3526, 3527 at a higher
data rate. Of course, software or sounds may also be downloaded via
the track using DCC. The bi-directional system may help to confirm
the download of data. Downloading data using Type 1, 2, or 3
signaling may also be used, but this is generally too slow for
large data transfer.
[0293] However, any of the communication standards described for RQ
and LQ could be used to turn on software features that were
disabled at the factory. For instance, features that are protected
by copyright, patents, or legal agreement, e.g. that may require a
royalty, could be turned on by using special codes, which could be
short enough that they could be transmitted even by Type 1
signaling. With the number of patents being generated in model
railroading, the ability to upgrade the system by the customer
after payment of the appropriate fees is becoming more of an issue.
The problem with a single codeword to upgrade is that once one
person knew it, it could easily be passed on to others without the
necessary fee payment. A way to avoid this is to have a special
algorithm in the software to generates a random upgrade number and
its unlock codeword whenever the system is queried for this
feature. While the random upgrade number would be available to the
operator, the unlock codeword would not. The customer would have to
submit the upgrade number to the appropriate dealer, who after
securing payment, would provide the codeword to the customer to
install in his locomotive. Once the system recognizes that the
installed codeword matches the codeword generated by the Quantum
System, the special upgraded features or sounds or software would
be enabled. To prevent the customer from trying a series of
codewords to try and find the correct one, Quantum generates a new
random upgrade number and codeword each time the system was
queried. A six digit random number and codeword would provide
1,000,000 to 1 odds of guessing the correct codeword by chance.
Although Type 1 signaling could be used, it would be slow; either
DCC or Type 3 signaling would be faster, or perhaps direct
programming from an external computer through a Quantum serial port
or special programming apparatus.
[0294] Bi-directional information between the microprocessor 3512
to the car transceivers 3526, 3527, is through control lines 3530,
3531. Coupler assemblies 3501, 3502 could also contain a measuring
apparatus to determine drawbar tension and compression and convey
this information directly to the microprocessor through lines 3530,
3531. There are many ways to design a compression/tension (strain
gauge) device.
[0295] FIG. 36 displays a coupler design showing a method to
measure drawbar tension and compression using optical means. FIG.
37 is a cross sectional drawing of the coupler of FIG. 36 showing
details of moving the drawbar shaft. Coupler 3600 is connected to
cylindrical shaft 3601 with attached spring stops 3604, 3605.
Coupler shaft support 3602 is attached to coupler draft box 3603,
which is mounted to the car body. The coupler shaft 3601 can move
horizontally though a circular hole in a keyed coupler shaft
support 3602 where a groove 3615 prevents the coupler shaft 3601
from turning.
[0296] This assembly is evident in FIG. 37, where coupler shaft
groove 3615 is seen cut into coupler shaft 3601. The coupler shaft
support 3602 is shown with projection 3702, which fits into the
groove 3615, which allows motion down the length of the coupler
shaft 3601, but prevents the shaft 3601 from rotating. Also
displayed are rotating mounting studs 3617, 3617' above and below
the support shaft 3602 to allow the coupler 3600 to pivot from
side-to-side. In FIG. 36, springs 3613, 3614 restrain the coupler
shaft by providing a return force to a central position if the
coupler is moved horizontally front-to-back or back-to-front. The
shaft 3601 moves in or out to varying amounts depending on the
horizontal compression or tension force on coupler 3600.
[0297] Optical detector 3606 is shown mounted to the bottom surface
of the draft box, having a source 3607 and receiver 3608. Optical
source 3607 is partially blocked by an optical barrier 3609, which
is shown more clearly in the cross sectional view. The optical
barrier 3609 is tapered so that more light is occluded when the
shaft 3601 moves to the right and less light is occluded when the
shaft 3601 moves to the left. This affects the amount of light
detected by optical receiver 3608, which is a monotonic function of
the coupler shaft position. Although optical receivers may be
non-linear, the functional dependence may be calibrated and curve
correction factors stored in Quantum memory to linearize the
receiver output as a function of horizontal position. In addition,
the shape of optical barrier 3609 may be changed to help linearize
the response. If the side-to-side pivoting motion is excessive, the
optical source 3607 and receiver 3608 may be positioned at a
greater distance from each other to allow more lateral motion of
optical shield 3609. The optical detector 3806 may be mounted by
bracket to the coupler shaft support 3602 to allow the optical
detector 3606 to move from side to side, as well as and to stay
centrally positioned between the source 3607 and the receiver
3608.
[0298] It is possible to use only one spring in the above design in
one embodiment, in which the spring is attached at both ends. For
instance, if only spring 3614 was used (spring 3613 excluded), then
spring 3614 would be attached to spring stop 3604 and coupler shaft
support 3602. In addition, the spring constant for spring 3614
would need to be doubled to equal the combined force of spring 3613
and spring 3614.
[0299] The above strain gauge is an example of how one might design
a means to detect compression and tension in a model train coupler.
It has the advantage of providing a cushioned response whenever
cars crash together during the coupling process, and helps prevent
derailments or damage to the cars or couplers. Under compression,
the shaft 3601 moves to the right, which registers that a coupling
has occurred (or has been attempted), which may be accompanied by
coupler crash sounds. Conversely, if shaft 3601 moved suddenly to
the left under tension, this would be accompanied by a coupler
slack action sound. The sound volume for these effects may be
proportional to the amount of compression or tension since these
sounds may occur for a train that is already coupled but less
likely to generate the same degree of motion in the shaft 3601.
This implementation allows the sound and control through the
coupler 3600 to remain as germane as possible to the prototype.
[0300] Commercial of-the-shelf electronic strain gauges may also be
used as long as they are sensitive enough to register the small
forces in model railroading and small enough to fit into the
coupler draft box 3603.
[0301] Truck 3503 shows supplying speed information to speed
detector 3532, which passes this information on to the
microprocessor 3512 through line 3533. Speed information may be
obtained through a drum around one of the truck axles with
alternating bands of white and black stripes (a timing tape) with
an optical transmitter/receiver. In the alternative, magnets may be
attached to a truck axle or wheel and a "Hall Effect" device may be
used to detect the presence of the magnetic field as the wheel
turns, or a small stationary generator (or winding) may surround a
magnetized axle to read Back EMF ("BEMF") that is generated when
the axle turns. These are but a couple of examples of detecting and
transmitting a speed reading.
[0302] FIG. 38 displays a truck design 3800 for rolling stock to
measure the speed of a car using an optical transceiver 3801 and a
rotating drum 3809 with dark and white stripes. For clarity, only
the wheels 3802, 3803, 3804, 3805, axles 3806, 3807, pickup
assembly 3808, drum 3809, truck pivotal mounting stud 3813, and
axle insulators 3814, 3815 are shown. The axle insulators 3814,
3815 prevent electrical connection between wheels 3802 and 3804 and
between wheels 3803 and 3805. Therefore, electrical pickup is only
from wheel 3802 through axle 3806 to pickup assembly 3808 and wheel
3803 through axle 3807 to pickup assembly 3808. Wheels 3804, 3805
do not conduct electricity to pickup assembly 3808. Other parts
such as truck side frames and axle supports or bushings are not
shown. The drum 3809 is mounted on axle 3806, which turns with
wheels 3802, 3804 as the car moves. Optical transceiver 3801
contains a lamp 3810, which directs light towards the drum 3809 and
detector a 3811, which receives the reflected light from the drum
3809. When the drum 3809 rotates, more light is reflected from the
lighter strips than the dark stripes, and this information is sent
to the microprocessor 3512 (FIG. 35). The microprocessor 3512 may
then determine the car's speed by counting the number of incidences
of light stripes (or dark stripes) over a predetermined time
interval, and then by calculating the scale speed of the car, based
on the number of stripes on the drum and the scale diameter of
wheels 3802 or 3804.
[0303] In the alternative, if the contrast between stripes is high,
the microprocessor 3512 may accurately determine the time it takes
for a single stripe to pass and calculate the scale speed. This
method may not be as accurate, but it does give faster reports on
speed. In order to achieve higher contrast between light and dark
areas of the drum 3809, it may be constructed as shown in FIG.
39.
[0304] FIG. 39 is a side view of the rotating drum 3809. In this
case, instead of dark stripes, there are openings 3901 in the drum
3809 over internal cavities 3902. The interior of each cavity 3902
is colored black to absorb any light that passes through the
opening 3901. Outer surfaces 3903 of the drum 3909 comprise a
highly reflective material to increase contrast even further.
Although the drum 3809, as displayed, comprise only four reflective
bands, there may be any number of bands, depending on the
resolution of the optical transceiver 3801.
[0305] The optical transceiver 3801 may either be mounted on the
truck 3800, or may be mounted under the car body (not shown),
provided the transceiver 3801 is still close enough to make a good
optical contact with the drum 3809. When mounted under the car
body, there is no additional wiring that needs to be supplied to
the moving truck 3800. However, if the transceiver 3801 is mounted
under the car body, the light is not always directed at right
angles to the surface 3903 of the drum 3809 as the truck 3800
rotates around a center mount 3812 during negotiation of a curve by
the train car.
[0306] FIG. 38 also shows a light shield 3813 mounted on the far
end the truck 3800. This light shield extends vertically up towards
the car chassis and down towards the track. The light shield 3813
serves two purposes: (1) it blocks visual eye contact to the drum
3809 when viewing the car at track level, and (2) it reduces
ambient light that can interfere with the detection of reflected
light. The light shield 3813 may be mounted to the truck 3800 to
allow it to move with the truck 3800 as the truck 3800 pivots on
stud 3812 to negotiate curves.
[0307] Truck 3503 in FIG. 35 also shows a curve detector 3534
having an optical transceiver that reflects light from a reflecting
surface 3535, which is attached to the truck central pivot mount
3612. As the truck 3503 turns in either direction, the mirror 3535
also turns, causing the light from detector 3534 to not reflect
directly back to the optical receiver. The loss of this signal
indicates that the truck 3503 has rotated, inferring that the car
(which includes the truck 3503) has entered a curve. The curve
detector 3534 may also include additional optical receivers to
indicate in which direction the truck rotates, and by how many
degrees. Other detection means besides optical may be used to
detect that the truck 3503 has rotated.
[0308] The second truck 3504 may also be equipped with a similar
apparatus. Turning information from the two trucks 3503, 3504 may
allow the RQ to determine if the car is in an S-curve or a normal
curve, and what radius curve it is on. This may change the recorded
sounds used for squealing flanges because tighter curves may cause
a greater squealing effect. Knowing the degree of truck rotation
may also indicate a derailment, and the RQ could produce
appropriate crashing or derailment sound effects.
[0309] Brakes 3538 are shown being controlled by the microprocessor
3512. This is a bi-directional line with information about the
braking condition supplied to the microprocessor 3512, such as how
much braking is being applied. Additional information about the
amount of braking may also be deduced by the differences in the
tension and compression readings from the coupler assemblies, 3501,
3502. The braking force is applied through drivers 3539, 3540
directly to the trucks 3503, 3504, thus stopping the train car.
[0310] There are a number of ways that brakes may be applied. One
way is to use the same apparatus for detecting speed by BEMF as
described above. In this case, a load resistor may be applied to
the output of the speed detector, which would allow the speed
detector to act as a generator. The amount of the load and the
speed of the car determine the amount of braking. Back EMF braking,
however, is only effective at higher speeds. It has much less
effect at slow speeds, and has no effect when the car is not
moving. To improve BEMF braking, one could add the application of
current to the stationary winding to produce a magnetic force in
opposition of the internal magnet on the axles, thereby slowing the
car. This method still has the problem that when the track is
unpowered, the brakes are off. Cars sitting on sidings could roll
away and possibly derail or cause damage when the layout power was
shut off.
[0311] Not all cars in a model train need brakes since the amount
of weight and momentum do not change directly with the scale of the
model and do not require as much braking to stop or slow the train.
Therefore, only some cars need to have this optional feature.
Brakes also have the advantage of taking the slack out of the
couplers, thereby improving the signal and power connection between
couplers, if that method is used to transmit information and power
from car-to-car.
[0312] Other accessories or appliances to RQ include a "grade and
sway detector" 3541. As displayed, the grade and sway detector 3541
deploys a pendulum 3542 to provide means to detect. However, the
detector 3541 may include other components such as an inclinometer
and electronic accelerometer, which together are intended to
provide knowledge of tilt and motion of the car. A simple pendulum
method was described in QSI.RTM.'s U.S. Pat. No. 5,267,318,
entitled "Model Railroad Cattle Car Sound Effects." The grade and
sway detector 3541 is primarily intended to measure side-to-side
motion and grade tilt. Parameters of forward motion are derived
from the speed detector 3532 by use of time integrals and
successive derivatives of speed.
[0313] Generally, information from accessories and appliances are
applied to the microprocessor 3512 inputs; but, the microprocessor
3512 may also pole these items for information from their data
registers. They may also be on a common bus and each one may be
separately controlled by their own microprocessor 3512.
[0314] Another accessory includes the "smoke generator" 3543, which
may produce smoke under microprocessor 3512 control. A basic
microprocessor-controlled smoke unit for model locomotives was
described in the '142, where a microprocessor is used to control
the amount of smoke and its duration. The smoke generator 3543 is
shown with a variety of outputs 3544, 3545, 3546, which may be
selected by the microprocessor to control smoke for a number of
different effects. For instance, smoke turned on in output 3446 may
be vented in the vicinity of the truck 3503 or 3504 to simulate a
hot box or the affects of the brakes being applied for extended
periods. In the alternative, output 3544 may be applied to a smoke
stack on a caboose; or, output 3545 may be vented into the car body
to simulate an on-board fire. The smoke effect may also model steam
exhaust from passenger cars such as steam heaters, and exhaust
smoke from dining cars, etc. Each output 3544, 3545, 3546 may be
controlled for smoke volume and duration, and puffs of smoke may be
created by activating each separately. These effects are under
microprocessor 3512 control, including the temperature of the
heated smoke vaporizer, which is useful to prevent burnout or
damage. Information is sent back to the microprocessor 3512, such
as temperature, and possibly the amount of smoke reagent (such as
oil) remaining in the reservoir. The amount of smoke may be
proportional to any state variable, including speed, amount of
braking, the amount of illumination present, etc.
[0315] Another accessory includes the Local Positioning System
(LPS) 3547 shown with a receiving antenna 3548. LPS 3547 works on
the same principle as a GPS, except the transmitters are all
stationary and located around or above the layout. Based on phase
and time measurements and comparisons between the different
transmitters, the RQ system may determine a car's location on the
layout. This information may be transmitted back to the central
controller, a hand held controller, or other local accessories for
processing and response. Transmission may be RF, IR, through the
bi-directional transceiver 3521, or passed from car-to-car and
eventually to the locomotive(s) through transceivers 3526,
3527.
[0316] Positioning information from the LPS 3547 may be used to
track the progress of a train around a layout, or the position of
any polled car on the layout, or to compile a complete inventory
and/or physical location of all cars and locomotives or other
remote objects. Knowing the position of each train and/or
locomotive may allow for easier operation of an analog progressive
cab control to provide independent speed and operation of different
trains on the same track. Progressive cab control allows a train to
move independently around the model railroad layout where the
connection between the cab and the block is automatically switched
by relays to the next block, and the present block is released for
another train to use. Such control may also allow easy sorting of
rolling stock in hump yards. The LPS 3547 may also provide
information about the time of day or "fast time" sometimes used on
model trains to speed up the modeled time compared to real time.
Time of day information could, of course, be sent by digital means
down the track as part of the control signals.
[0317] Depending on the bandwidth of the LPS 3547, all train
control commands normally sent down the track may be sent by the
LPS 3547 to all remote objects. For instance, the LPS may also
transmit DCC-like commands on an RF or IR carrier directly to the
remote objects. This may be valuable for some garden railroads and
others where the locomotives are battery-powered and there is no
communication through the track.
[0318] Another accessory includes an atomizer 3549, which is used
to produce different odors by vaporizing selected chemicals that
are designed to smell like specific conditions or events. For
instance, smells of a hotbox, or a cattle car, or fire would be
some possibilities. The atomizer 3549 is under microprocessor 3512
control to allow it to be operated in concert with specific sounds,
lights, or the movement of mechanical apparatus.
[0319] Another accessory includes the proximity detector 3550,
which is used to operate some effects whenever it is in the
proximity of some specific transmitting source. This may be an IR,
RF, or other transmitting wand placed by the operator near the
proximity detector 3550 to release or apply the brakes on a
particular car, turn on some lighting effect, or activate a
mechanical unloading operation. The proximity detector 3550 may
also detect some loading or unloading accessory and react
accordingly. This type of detector may be placed near or in the
roof of the car. If it were an IR-type receiver, it could monitor
the ambient light, which would allow certain changes in cars and
locomotives. For instance, lighting accessories like locomotive cab
lights, marker lights, step lights, and truck lights may be turned
on under darker conditions or cattle in stock cars may become
quieter in the dark, etc. In addition, an IR sensor may also
indicate the simulated load level, such as the amount of grain in a
hopper or oil or chemical in a tank car. However, this information
could also be conveyed by the car transceiver 3526, 3527 to a track
transceiver 3528, 3529 or via bi-directional communication down the
track.
[0320] Finally, another accessory may include a light controller
3551, which under microprocessor 3512 control, may turn on or off
any number of light sources 3552, such as lamps. Lamps may be
incandescent to multicolored LED types. Lights 3552 are used to
simulate fire, interior lights, and marker lights in cabooses and
passenger cars, spot lights or work lights on some operating cars
such as crane cars and work cars, etc. Information is sent back the
microprocessor 3512, such as indication that lights have failed and
need to be replaced.
[0321] The following is a short-list of where the standard RQ
system may be expanded and/or customized to specific types of
cars.
[0322] Stock cars: Stock cars with reactive animal sounds would not
require any additional mechanical parts. In this case, different
recorded animal sounds from very contented to excited, with
bellowing and kicking or stomping sounds, may be stored in the
on-board ROM. For cars at rest, animals are normally be quiet with
occasional contented sounds being played at random with long
periods of silence in between. If the cars are moving at a constant
rate, the animals may be slightly more disturbed, but in general,
the sounds may remain contented. However, if the
microprocessor-calculated levels of acceleration, jerk, or whip
from the speed detector, the animal sounds played may be chosen
accordingly, displaying higher levels of excitement or even panic.
If a large number of sounds were available at each different level
of excitement, the sounds may be selected randomly using an
on-board random-number generator to prevent unrealistic repetition.
Additional features may include user programmability to change
sensitivity to speed, acceleration, jerk and whip, or rate of
calming down or becoming excited. Other operational features
include a command to excite animals when arriving at a watering
hole, or unloading or loading sounds of animals trackside
facilities, or increasing the excitement level by sounding the
locomotive's horn, which would alarm the animals. The command for
stopping at a trackside facility may be a coded horn and/or bell
(Type 1 signaling), which could be operated from any power pack 100
with a reverse switch. In the alternative, one may use a
combination of a bell signal followed by a long horn signal to
activate the station stop scenario operation. For stock cars, the
optional atomizer 3549 in RQ could generate appropriate smells.
[0323] Dummy Locomotives: This is considered rolling stock since
they are not powered. However, they do contain a RQ System to
produce all the locomotive sounds normally provided in a fully
powered Loco Quantum equipped locomotives. The advantage of having
a RQ System in dummy locomotives is that they can also respond to
speed to produce full-labored sounds (called "Sound-of-Power") with
simulated loads, smoke output, etc. All types of lighting may be
included in addition to programming, dynamic brake sounds, Neutral
sounds, coupler operation, simulated or real time radio
communications, flange sounds, squealing brakes, ID numbers, etc.
These locomotives may receive information from the lead locomotive
via bi-directional communication or car-to-car communication such
as when the lead locomotive enters Neutral. They may also contain
operating mechanical brakes. This is an advantage since the trucks
are larger and could accept a more sophisticated braking mechanism
than standard freight car trucks. Because these locomotives are
un-powered, they may be added to powered conventional locomotives
without being concerned about speed matching.
[0324] Mechanical Reefer: This would also not require additional
mechanical apparatus. A mechanical reefer may produce the sound of
a diesel motor and generator to simulate the cooling of this type
of car. This may include starting and stopping sounds and could
react to an operator using a portable proximity source to turn on
or turn off the diesel/generator. This car may also keep track of
the simulated fuel level and automatically shut down when fuel is
completely consumed.
[0325] Crane Car: FIG. 60 is an example of a crane car 6000 that
may require an additional apparatus, namely motors and motor
controllers to move a boom 6001 up and down, rotate a cab 6002 and
a boom 6001 clockwise and counter-clockwise, extend the boom 6001,
raise and lower a main hook 6003, raise and lower an optional
auxiliary hook (not shown), and extend and lower stabilizers (not
shown). The crane car 6000 may also include various lights for work
lights and stop lights, a smoke generator to simulate a steam
locomotive or diesel exhaust 6004, and an electromagnet option 6005
for picking up ferrous metal parts such as train rail 6006.
[0326] FIG. 61 displays the crane car 6000 of FIG. 60 showing how
its main 6003 and auxiliary (not shown) hooks may be rotated. The
hardware to execute this rotation has no known counterpart on
prototypical cranes. Normally, when a hook 6003 is lowered to pick
up a heavy load, a worker is available to position and/or rotate
the hook by hand to fit in a lifting ring or loop over the load,
and to position the load over the drop area. In this case, the load
comprises rails 6006, which are picked up from track side and
placed on a flat car 6007. Because the rails 6006 at trackside are
parallel to the track, the rails will be at an angle when placed
over the flat car. In model railroading, the operator normally
rotates the suspended rail by hand to make it parallel with the
flatcar body, and holds it there while he lowers the hook, which
interferes with the illusion of an independent miniature world.
[0327] In FIG. 61, a motor 6102 is mounted at the end of the boom
6001 and connected to a cable 6101, to provide a twisting motion to
the cable 6101. The twisting force extends over a pulley 6103,
causing the suspended hook 6003 (shown in FIG. 60) to rotate.
Sending a command to turn a motor shaft 6104 of the motor 6102 one
way causes the cable 6101 and hook 6003 to rotate in one direction,
sending a command to reverse the motor's direction will cause the
hook to rotate in the other direction. The motor shaft 6104 may
also be extended to the top of the boom just before the pulley,
which would transfer rotational twisting force closer to the hook
6003 and provide better control of the hook rotation. The motor
6102 may also be located within the cab 6005 along with other
motors and mechanical apparatus. The motor 6102 may be geared down
to provide a finer adjustment of the twisting action. In this case,
an extra pulley may be needed to guide the string from inside the
cab to the base of the boom. In most cases, the maximum amount of
twisting may be controlled to prevent the hook from rotating more
than plus or minus 180 degrees.
[0328] Caboose: This car is probably the most interesting of all
freight cars and may require an additional apparatus to perform
some features, such as: a brakeman that leans out of the back porch
with a lantern to signal the engineer; a crewman seen in the cupola
that twists his head from side to side and straight ahead to
observe the train; a crewman seen lifting a coffee cup to his lips
at a table by a window; a crewman smoking on the caboose porch
using the smoke generator for the smoke effect and a light that
glows at the end of the cigar or cigarette; a smoke generator that
vents the on-board stove or heater; marker lamps at one or both
ends; interior lights; a brakeman turning the hand brakes on the
porch. In addition, a number of different sounds may be heard such
as crew chatter, radio communications that are either random or
generated by real communication from the operator or locomotive, or
results of a problem as reported by car-to-car communication, or
trackside detector reports, or crew chatter coming from a stopped
caboose during a simulated emergency.
[0329] Dump cars: These all require a mechanism to unload their
contents. In the case of a side dump car, a bin needs to be raised
and a side panel needs to open by aid of a motor or solenoid or
other mechanical method. Along with the action, sounds may be
played to model the operation of mechanical and a pneumatic
apparatus on the prototype car, and to provide sounds of users
selected or programmed load types being dumped. Log cars may have a
different style of unloading operations and require different
mechanisms and sounds but the principle of an unloading automatic
car remains the same.
[0330] Passenger cars: A method of moving silhouettes or animated
passengers moving within passenger cars is described in the '142
patent. Car-to-car communication and/or bi-directional
communication may extend some of the scenarios described herein to
include car-to-car animated activity. For instance, people could be
shown getting up to go to the dining car from a coach car and their
progress may be seen as they move from car to car until they reach
the dining car and sit down. During embarking and disembarking at
passenger stations, animated passengers could be shown moving from
car-to-car to finally reach their seats or state rooms. Conductors
may be seen moving from car-to-car checking tickets, turning down
beds in state rooms, or filling wood or coal stoves in old style
passenger cars, or helping passengers, etc. Also, entire stories
may unfold within the length of the train including animated
romances, altercations, train robberies, parties, dancing, murder
mysteries, etc.
[0331] Sounds may be provided for each of these activities with an
outside-the-car or inside-the-car perspective. Inside-the-car
sounds may be transmitted to the operator or observer to fill in
communication between passengers or to take on the perspective of
one of the protagonists in a scenario to hear what the protagonist
hears or says. Also, sound for any scenario may be stored at the
controller or handheld unit and each animated sequence and lighting
effect may then be triggered by a digital or analog command to kept
the sound and sight coordinated. These triggers may also include
train operation such as a passenger pulling the emergency cord to
stop the train or the uncoupling of cars or car or a train wreck,
etc. Other additions to passenger cars include smoke from the diner
cars, from old style wood or coal stoves, or vented steam from
modern steam heating systems on passenger cars.
[0332] These same principles may also be applied to crewmen in a
caboose or locomotive or work train and any maintenance equipment.
Animation may be accomplished by flat panel displays as described
in the '142 patent or may be of a mechanical animation.
[0333] RQ enables a number of operational features as well:
[0334] Progressive Unloading: Entire groups of cars may be unloaded
automatically all at once, or progressively from car-to-car using
the car-to-car or bi-directional communication system. Progressive
unloading may occur for stopped trains or while the train is
moving. For instance, side dump cars on a stopped train may be
unloaded one at a time to simulate an operator moving from
car-to-car to activate the controls on each car. This type of
action may be appropriate for dumping ballast at the side of the
track, or for creating a fill in a ravine. Progressive unloading on
a moving train may be appropriate for cars that intend to unload in
one place, such as log cars that might be unloading their logs into
a pond. In order to have each car unload in the exact same place,
each car may calculate its position based on its speed and the
length of each car, to know when to dump their load. As each car
dumps, it may communicate this condition to the next car using
car-to-car communication or bi-directional communication on the
track, whereupon the next car may delay its unloading until it
calculates that it is in the correct spot. If the speed is
determined by a timing tape and optical reader, the number of bands
on the timing tape may be counted as a more exact way to determine
distance. The train may be made to stop for each car at the
unloading place via bi-directional or car-to-car communication for
more realistic operation. In the alternative, a proximity device
may be located at the exact unloading place to do progressive
unloading.
[0335] Progressive Loading: Filling any series of freight cars may
involve moving the cars in place, waiting for each car to fill and
then moving the train to position the next car, etc. However, since
the loader is usually stationary at trackside, a track proximity
transceiver may be the more efficient and accurate way to do this
kind of operation by indicating to the locomotive via car-to-car
and/or bi-directional communication when each car is positioned
properly.
[0336] Cutting Out a Car or Group of cars: One of the advantages of
car-to-car communication and train position ID numbers is that the
operator may pre-program which car or group of cars are to be cut
from the train. For instance, ID numbers may be assigned to each
car or group of cars that are intended for a certain drop location.
As the train approaches the drop location, an uncoupler command
combined with the group ID number may first result in the last car
in the group uncoupling from the trailing cars in the train. The
next uncouple command may result in the first car in the group
uncoupling from the rest of the train, leaving the group separated
from the other cars. This last operation may be been done after the
group is pushed onto a siding. Once the locomotives, and its
trailing cars, have recoupled to the trailing cars left during the
first uncouple operation, car-to-car communication may confirm that
the operation is complete and reassign car position numbers in the
train without affecting any other group numbers. The train is now
ready to unload the next car or group of cars at the next drop
location.
[0337] Hump Yard Operation: If cars have their own group ID number,
it is easier to sort them out at hump yards using a track
transceiver. As the first car passes the track transceiver, it
reports the number of cars in that group and its intended
destination. This information is sent to the central yard
controller and turnouts are activated for that group. As the last
car in that group passes the transceiver, its coupler opens to
allow the group to move down the hump to the correct siding.
[0338] Also, if each car knows its real weight and can monitor its
own speed, it may be possible to apply brakes in a way that allows
a car or group of cars to slow the a correct amount to coast to the
right distance onto the siding.
[0339] The terms and descriptions used herein are set forth by way
of illustration only and are not meant as limitations. Those
skilled in the art will recognize that many variations can be made
to the details of the above-described embodiments without departing
from the underlying principles of the invention. The scope of the
invention should therefore be determined only by the following
claims (and their equivalents) in which all terms are to be
understood in their broadest reasonable sense. Note that elements
recited in means-plus-function format are intended to be construed
in accordance with 35 U.S.C. .sctn. 112 6.
[0340] The methods disclosed herein comprise one or more steps or
actions for performing the described method. The method steps
and/or actions may be interchanged with one another. In other
words, unless a specific order of steps or actions is required for
proper operation of the embodiment, the order, and/or use of
specific steps, and/or actions may be modified without departing
from the scope of the disclosure as claimed.
[0341] The embodiments disclosed may include various steps, which
may be embodied in machine-executable instructions to be executed
by a general-purpose or special-purpose computer (or other
electronic device). Alternatively, the steps may be performed by
hardware components that contain specific logic for performing the
steps, or by any combination of hardware, software, and/or
firmware.
[0342] Embodiments of the present disclosure may also be provided
as a computer program product including a machine-readable medium
having stored thereon instructions that may be used to program a
computer (or other electronic device) to perform processes
described herein. The machine-readable medium may include, but is
not limited to, floppy diskettes, optical disks, CD-ROMs, DVD-ROMs,
ROMs, RAMs, EPROMs, EEPROMs, magnetic or optical cards, propagation
media or other type of media/machine-readable medium suitable for
storing electronic instructions. For example, instructions for
performing described processes may be transferred from a remote
computer (e.g., a server) to a requesting computer (e.g., a client)
by way of data signals embodied in a carrier wave or other
propagation medium via a communication link (e.g., wireless or
wired network connections).
* * * * *