U.S. patent application number 13/674750 was filed with the patent office on 2013-07-25 for signaling and remote control train operation.
This patent application is currently assigned to QS Industries, Inc.. The applicant listed for this patent is Frederick E. Severson. Invention is credited to Frederick E. Severson.
Application Number | 20130190952 13/674750 |
Document ID | / |
Family ID | 42536477 |
Filed Date | 2013-07-25 |
United States Patent
Application |
20130190952 |
Kind Code |
A1 |
Severson; Frederick E. |
July 25, 2013 |
SIGNALING AND REMOTE CONTROL TRAIN OPERATION
Abstract
A model train and layout control system based on on-board sound
and locomotive modules, new signaling methods, bi-directional
communication, environmental sound, turnout control, train location
methods, computer interaction and accessory control, by adding
components to existing technology. AC power signal waveforms are
variously altered to convey digital command words.
Inventors: |
Severson; Frederick E.;
(Beaverton, OR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Severson; Frederick E. |
Beaverton |
OR |
US |
|
|
Assignee: |
QS Industries, Inc.
Beaverton
OR
|
Family ID: |
42536477 |
Appl. No.: |
13/674750 |
Filed: |
November 12, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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13228874 |
Sep 9, 2011 |
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13674750 |
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12827854 |
Jun 30, 2010 |
8070108 |
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13228874 |
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11505172 |
Aug 15, 2006 |
7770847 |
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12827854 |
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60708864 |
Aug 17, 2005 |
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Current U.S.
Class: |
701/19 |
Current CPC
Class: |
A63H 19/24 20130101 |
Class at
Publication: |
701/19 |
International
Class: |
A63H 19/24 20060101
A63H019/24 |
Claims
1. A power supply for a model railroad layout, comprising: an AC
transformer arranged to provide an adjustable-voltage AC track
power signal and a fixed AC accessory voltage signal; a pass device
coupled to the AC transformer for controllably phase modulating the
fixed AC accessory voltage signal to form an altered AC accessory
voltage signal; a relay arranged for connection to a model railroad
track, the relay coupled to the AC transformer to receive the
adjustable AC track power signal, and coupled to an output terminal
of the pass device to receive the altered AC accessory voltage
signal; and a microprocessor, the microprocessor having a first
output arranged for controlling the pass device for controllably
phase modulating the AC accessory voltage signal for encoding a
desired digital command word, and the microprocessor having a
second output for controlling the relay for switching between the
AC track power signal and the altered AC accessory voltage signal.
Description
RELATED APPLICATIONS
[0001] This application is a continuation of pending U.S. patent
application Ser. No. 13/228,874 filed on Sep. 9, 2011 which is a
continuation of U.S. patent application Ser. No. 12/827,854 filed
Jun. 30, 2010, now U.S. Pat. No. 8,070,108 issued Dec. 6, 2011,
which is a continuation of U.S. patent application Ser. No.
11/505,172 filed Aug. 15, 2006, now U.S. Pat. No. 7,770,847 issued
Aug. 10, 2010, which claims priority to U.S. Provisional
Application No. 60/708,864, entitled MODEL RAILROAD SOUND AND
CONTROL SYSTEM, filed Aug. 17, 2005, all of which are incorporated
herein by reference.
BACKGROUND OF THE INVENTION
[0002] The model railroading industry is seeing a rapid and almost
overwhelming advancement in technology. The introduction of new
electronic throttles in the 1960's was the start of tremendous
creativity that has touched almost every part of model railroading
products including a variety of command control systems,
conventional control systems, on-board sound, speed control,
accessory operation, lighting effects, computer interaction,
website up grades and downloads, bi-directional communication,
talking trains, singing trains, on-board cameras, automatic
operation, etc. Along with this welcome and exciting creativity,
issues regarding compatibility, cost, and obsolescence have
appeared. In this rapidly advancing innovative market, the end user
can become confused or overwhelmed by the variety and jargon
related to these emerging technologies. For many years the motor in
all HO locomotives simply connected to 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, they need to understand basic digital technology,
signal transmission, programming CV's, trouble shooting motor
drives and decoders, ID numbers, etc. Technology has changed so
much over that last twenty-five years and has so many contributors
that a detailed list of inventions and inventors would take pages.
Regarding this invention, a brief description of the relevant
subjects and prominent prior art contributors are described
below.
[0003] 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 established a
preferred method of transmitting digital signals that became the
standard for the Digital Command Control in the US.
[0004] Command control took a different path for 60 hertz 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 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, it has not proved very reliable
or popular. The TMCC system avoids the noise problems of AC powered
trains by direct radio transmission. QSI has developed a digital
transmission method 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. Later, QSI proposed
a command control system using the positive and negative lobes of
AC power to transmit digital signals; this method is described in
our U.S. Pat. No. 5,773,939. In 2000, MTH introduced their Digital
Command System (DCS) with high-speed digital signals superimposed
on the AC track.
[0005] Speed Control:
[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. This technology has had many applications both
inside and outside model railroading. For instance, this technology
was applied to magnetic tape drives by TELIX and Storage Technology
Company (STC) in the 70's and 80's and has found popular use for
military and computer peripheral applications. A reference book for
motor control entitled Electric Motors & Electronic
Motor-Control Techniques by Irving M. Gottlieb (1976) describes a
number of electronic motor control techniques including servo-based
methods. Back EMF and tachometer based feedback servo motor control
applications are not new.
[0007] The first use I am aware of in model railroading was with
servo based Back EMF throttles developed by Paul Mallery in 1983,
and also by on Ron Sokol who developed and sold a Back EMF throttle
under the trademark: Loggers Supply Company" in the 70's. Mallery
in his Electrical Handbook for Model Railroads, Vol. 2, described
the basic concept of a servo-type feedback control system as
follows.
[0008] "The most precise method of motor control is to measure
speed and compare the voltage representing actual speed with that
of the speed control to generate an error signal which then
corrects any deviation from the speed desired by the engineer. The
essential elements of such a control circuit are shown in block
form in FIG. 16-19. This is a true servo control and requires
careful design."
[0009] Mallery's FIG. 16-19 is reproduced here as FIG. 62. Mallery
goes on to describe a number of ways that motor speed can be
measured including using the motor's back EMF from DC can-type
motors. Although Mallery was interested in showing how servo-type
speed control can be utilized in a throttle design, the basic
concept of motor control can easily be extended to on-board control
systems. In this case, the speed reference is set either by an
analog remote control signal or by digital transmission of the
desired speed reference to the on-board servo system. In
particular, the Trix company designed an IC chip for on-board
digital control, which included BEMF speed detection and motor
speed control in the 1980's. Other companies have produced similar
products in the 1990's including Zimo and Lenz Co., which have been
selling their Load Compensated DCC on-board controllers since 1996.
These decoders allow operators to set any speed they desire for
each of the DCC speed steps. Sending data bit sequences down the
track to set an on-board speed reference to a desired speed for a
servo-type speed control circuit to maintain that desired speed is
not new.
[0010] Bi-Directional Communication:
[0011] Bi-directional communication is described in Mallery's
Electrical Handbook for Model Railroads, Vol. 2, for servo-type
transistor throttles. FIG. 62 shows Mallory's speedometer feedback
of the locomotive's speed to the controller in order to maintain
constant speed. Since command control is similar to data
transmissions between digital components like between computers and
printers and other digital accessories, or between computers and
the Internet, etc., it was a natural extension to add digital
bi-directional communication to digital command control. In
particular, Mallery describes a digital system in his chapter on
command control where bi-directional signals are sent from the
locomotive back to the cab or throttle. Mallery describes auxiliary
commands that might be added to command control as follows.
[0012] In FIG. 17-9, four command pulses are shown as assigned to
auxiliary devices such as an on-board sound generator, a unit to
turn on, off or dim the headlight and control of uncoupling. The
latter would be an enormous benefit on a switching locomotive.
Also, as indicated at the right in FIG. 17-9, spaces can be
reserved for pulses generated on the locomotive to send information
back to the cab. Among the best uses of such information are the
current being drawn, scale speed, an excessive temperature alarm,
and cab signals.
[0013] Mallery's FIG. 17-9 is reproduced here as FIG. 63. Mallery
makes it clear in his text that the pulses shown in his figures can
be binary digital logic pulses.
[0014] Bi-directional communication usually means using the same
method or type of signaling to send information back to the user or
base station. However, other forms of communication can be employed
to send back information. This is an important point in model
railroading since the track is used for both power and signaling
which can create an electrically noisy and low impedance
environment that can make signaling from the locomotive more
difficult. Therefore different types of signals, other than full
voltage DCC type waveforms are often employed to communicate from
the remote object (locomotive, rolling stock, turnouts, or
accessories) 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 of 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. In 1988, Lenz DCC
decoders used electrical loading by the remote object, as an
acknowledgement means where a current increase is detected in
response to a query by the base station. In on-board locomotive
sound systems developed by QSI 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. Also, in March of 1991, the Trix company was issued a German
patent using a motor pulse system to send digital bi-directional
communication down the track. In 1993 the NMRA issued a draft
Recommended Practice for acknowledgement pulses in operation mode
using a 250 Khertz 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. Methods for direct digital bi-communication
through the rails has been discussed and documented by the NMRA
working group since 1994. QSI's U.S. Pat. No. 4,448,142, 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". In
March of 2000 a frequency based bi-directional system was
introduced in Europe. AJ Ireland developed and was issued U.S.
patents in 2001 and 2003 on a transponding technique that reports
location of locomotives on a layout back to a receiver through a
separate network and it does not appear that this information is
transmitted back down the track to the base station. On Sep. 16,
2001, Bernd Lenz was issued his first patent on bi-directional
communication and received his second patent on bi-directional in
February 2005, which was demonstrated recently at the NMRA
convention in Seattle in July of 2004 and has been available from
the Zimo Company since 2003. The Lenz bi-directional communication
current-loop method was formally proposed to the NMRA as a
bi-directional DCC standard. Mike's Train House (MTH) introduced
their spread-spectrum method of bi-directional communication, using
a method long employed in the communication industries. MTH was
issued a patent for their method in 2004. To date, no
bi-directional communication system has been proposed for analog DC
or conventional AC operation other than sending back EMF voltage to
the controller.
[0015] Down Loadable Software Code and Downloadable Sounds:
[0016] Downloadable code was available in many embedded system
products in the 1980's. In 1985 Microfield Graphics had a graphics
card that required the operating code to be downloaded on power up.
The development of FLASH memory in 1984 by Toshiba lead to embedded
system products in 1988 that could retain downloaded software in
system memory. Intel also announced FLASH memory in 1988.
[0017] It was a natural extension to employ downloading methods to
embedded system 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 had long term memory that allowed
programming through the track of behavioral parameters in 1991. In
1993, QSI filed a patent application (which became U.S. Pat. No.
5,448,142) that discussed downloading via a computer directly to
on-board sound systems. 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 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
specified a new Application Specific Integrated Circuit design that
had provision for downloading both code and sound into on-board
FLASH memory from an external programmer. Since the late 1990's,
ESU, a German Company, has provided special programmer products to
downloadable code and sounds from a PC directly to their decoders
in the locomotive through digital transmission down the rails.
Mike's Train House's has a patent on their method of downloading
sounds and code directly through the track rails to specially
equipped locomotives.
[0018] Analog Control:
[0019] Analog or conventional train control uses variable DC on the
track to control the speed of the train for most two-rail model
trains or variable 50 or 60 hertz AC 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".
[0020] The greatest technology advances in model train control have
been in the area of digital control to operate remote control
features. Different methods were employed for AC powered and DC
power trains.
[0021] 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. In 1984 QSI filed U.S. Pat. No. 4,914,431 which
described 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.
[0022] 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 sounds in the locomotive. QSI
introduced an on-board sound and train control 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 a
myriad of new remote control features, using the ideas described in
QSI's U.S. Pat. No. 4,914,431 patent. The QS-1 system was modified
in 1994 for Mike's Train House's ProtoSound system. QSI later added
improved versions of their Sound and Train Control 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 and introduced it to AC operators in
1998 as the LocoMatic.TM.. The LocoMatic sends digital information
to the train to control the different features under AC
conventional control.
[0023] 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 was granted a patent (U.S. Pat. No. 5,448,142) 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 us to use 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 could
purchase a locomotive equipped with our Quantum electronic sound
and train control electronic product, take it home, place it on his
layout and be able to control his horn or whistle, bell, direction,
Doppler effect, programming of locomotive behavior, etc. all from
the throttle and reversing switch on his standard power pack. In
addition, these locomotives also had DCC capability for advanced
operation using a DCC command station.
[0024] The following invention is an extension of this concept of
simple control for analog or conventional operation plus related
inventions that provide a basis for a complete, simple and
inexpensive model train and layout operating environment. This
invention provides both backward compatibility as well as forward
expandability for the model train industry.
SUMMARY OF THE INVENTION
[0025] This invention provides a technology solution to the model
railroad environment that allows the 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 and Digital Command Control.
[0026] The present invention covers a board range of model
railroading operation with innovative features that allow
interaction with locomotives, rolling stock, turnouts,
environmental sound, accessories, etc. with simple, easy to
understand and inexpensive technology. The focus of this invention
is to provide the end user with interactive controls that are a
natural part of the model train experience without requiring him to
learn complex control systems, while still providing means to
expand and use existing and future technologies. This invention
also does not require the user to discard equipment he now has.
[0027] The first important feature of this invention is a simple
yet inexpensive method of sending digital command information from
standard DC power packs or AC transformers to model locomotives,
rolling stock, accessories, and turnouts for DC analog or AC
conventional operation of trains. This is done through simple
Multi-Button Add-on (MBA) controllers that modify the power source
to send signals rather than add separate signals to the existing
power waveform. This provides much more robust signals that will
not diminish or loose content over long distances. In addition, our
method also minimizes insertion loss to the power waveform and
produces very little heat.
[0028] Because of the low insertion loss, these analog or
conventional MBA controllers can be connected in series, which will
allow commands from one controller to pass directly though other
controllers to the track and layout. This also allows placing
controllers at various places around the layout and also allows for
the design of individual controllers for operation of specific
accessories, operating cars, turnouts, etc.
[0029] In addition, advanced controller designs can include an
optional tethered or wireless hand-held throttle with
bi-directional communication to allow operation of the different
commands at a distance from the power source. This walk around
throttle can include an optional display to indicate the different
settings and operation parameters of the locomotive or other layout
components.
[0030] For DC operation, the MBA controllers use mechanical relays
to send digital commands through a series of polarity reversals in
response to feature control buttons. Relay operation for this FSK
method is controlled by a microprocessor (uP) within the
Multi-Button Add-on (MBA) controller that easily attaches to most
common DC power packs. This method of using Polarity Reversals or
Polarity Reversal Pulses of the DC track voltage to send digital
commands is called "PRP Encoding".
[0031] For AC operation, a similar MBA controller uses a single
relay, which can switch the track connection to a pass device and a
high-voltage accessory output voltage to produce an AC track
waveform that has either a positive or negative DC component. These
positive and negative AC voltage periods are used to send digital
output commands relying on methods described in our U.S. Pat. No.
4,914,431 U.S. Patent. This method of adding a DC component to the
AC waveform to send digital commands for AC powered trains is
called "DC Encoding".
[0032] The innovative 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 under conventional control.
[0033] In all models of MBA controllers, buttons are labeled and
perform the function indicated. Many controllers for command
control use undefined keys that require the operator to program the
desired features to operate with the selected buttons. In TMCC,
Lionel used an add-on plastic label cover for their Cab-1 buttons
to define operation for the different types of locomotives (steam
or diesel). We label buttons to operate similar functions for all
types of locomotives, with an AUX key in advanced controllers to
control special functions that might be specific to certain types
of locomotives.
[0034] For toggled features, we have also designed our controllers
to send different digital codes to turn on the feature or turn off
the feature. This ensures that all locomotives in a Consist (a
group of locomotives coupled together to provide extra power to
pull a train) respond in the same way when a command is sent. We
use a single press or double press of a button to send respectively
a command to turn on or off a feature. A double-press is performed
in a similar manner to a double click with a personal computer
mouse. If two single presses occur within some time limit,
.DELTA.T.sub.1, then it is decoded as a double-press and a double
press code is sent out for that feature. If two single presses
require more than .DELTA.T.sub.1, they are decoded as two single
presses in a row and two single press codes are sent out for that
feature. Having different codes for a double-press and a
single-press on a button allows us to design advanced controller
cabs that mimic the control panels or consoles of actual
locomotives where mechanical toggle switches turn on and off
different features. We refer to this type of controller as a
Replicab (for replicated cab). Our Replicab would also have more
realistic throttles, reversing levers, brake stands, gauges, etc.
and may contain the track power supply as well.
[0035] In addition we have added a third method to control remote
features from the same button besides a double-press and
single-press. If the button is held down for over an extended
period of time, .DELTA.T.sub.2, and released, a third code is sent
out. Since both the single-press and the double-press are done
quickly, and since codes are transmitted after the button is
released, we can time out how long the button has been pressed. If
a single press is over .DELTA.T.sub.2, then a third code is sent
out for that feature.
[0036] 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 can be discreetly added to perform all the remote
control functions on our MBA's or control computer interaction or
control of accessories, turnouts, etc.
[0037] Another feature of this invention for DC analog or AC
conventional control is a bi-directional feedback technique that
transmits from the remote object digital information during AC zero
crossings or DC power off periods, where the track impedance is
high. This allows useful information to be sent to any of the above
controllers from locomotives, accessories, rolling stock and
turnouts (all hereafter called remote objects). For instance,
information from locomotives regarding their speed, simulated brake
line pressure, motor load, remaining simulated fuel or water, etc.
could be displayed. In the above-mentioned Replicab controllers,
gauges for actual speed, fuel, air pressure, etc. could be on the
display console. On future MBA controllers, LCD's or other display
means could show different types of information including graphic
displays of gauges.
[0038] Controller designs can also 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.
[0039] These sounds can either be sent directly from the locomotive
via bi-directional communication, or respond to information from
the locomotive to activate stored sounds in the controllers or
direct audio input can be used. This can create a realistic model
locomotive cab environment with inputs from scanners, detector
reports, dispatcher orders and crew talk. Also prepared verbal
orders could 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
could 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.
[0040] Verbal information can also be used to indicate the status
of the locomotive or any remote object. This can also be
accomplished by sending status information via bi-directional
communication to our sound-based controller to produce verbal cab
responses. The status command can be actual verbal information or
brief non-verbal digital data sequences. In the latter case, the
base unit, hand held with speaker or with headphones could produce
appropriate pre-canned verbal responses that can be quite elaborate
and realistic simulating radio messages or crew talk. For instance,
bi-directional communication or trackside detectors could be 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 hand held describing the
locomotive's position as though it were coming from an engineer in
the model locomotive cab.
[0041] Other canned sounds like passing over turnouts could be
simulated at the cab controller since the real sounds on the model
railroad would be insufficient or unrealistic even if the sound
were transmitted back to the controllers.
[0042] With the growing popularity of on-board cameras in the
locomotive transmitting back video and audio, video screens can be
added to the Replicabs to show the view out the windows of the
model train. Pneumatic chairs could also be added to our
controllers to simulate the motion of the locomotive. Information
regarding motion could be transmitted back via accelerometers,
inclinometers, scale speed, and information regarding the track
conditions from local trackside transmitters such as going over
switches (turn-outs), approaching a grade, etc. Stored parameters
or algorithms to produce appropriate pneumatic motion could be
stored in memory and applied to the pneumatic chair for different
types of terrain such as going over a turn-out. This would be more
realistic than reproducing in the pneumatic chair the actual
acceleration effects (from sensors like accelerometers) transmitted
back to the controllers from the model locomotive or remote object.
Models lack the inertia to move like the prototypes.
[0043] Many other features can be included in advanced controllers
too numerous to list in this summary of the invention which are
described more fully in the numerous embodiments.
[0044] Advanced MBA controllers could also be designed to do full
command control using either DCC, QSI Lobing, or PRP Encoded or DC
Encoded transmission. The desired speed would be determined by
digitizing the DC power pack or AC transformer analog throttle
voltage and sending digital speed commands to the locomotive. In
this case, the track voltage would be derived from a constant
accessory high voltage output from the power pack rather than the
variable output.
[0045] This method allows the operator to use advanced MBA's to
operate command control locomotives directly from his power pack.
In addition, the reverse switch operation on DC power packs could
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 could be digitized and a DC offset detected
which would then result in a DC Encoded command to be sent out to
do these functions.
[0046] If the power pack or transformer is insufficient to operate
many locomotives in command mode, power boosters can 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
could still be used to provide throttle and directional information
and the MBA would still provide information on which buttons 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.
[0047] The above method of the MBA digitizing the throttle voltage
on power packs could also be used to improve analog DC or AC
conventional operation. In this case, the MBA would use the AC or
DC accessory output voltage from the power pack to generate a
different or secondary Analog waveform that would be applied to the
track in place of the power pack variable throttle output. This
would allow applying a different voltage range in response to the
throttle setting. For instance, most on-board electronic motor
controllers require a minimum track voltage to be operational. The
above secondary waveform would start at this minimum voltage even
though the throttle voltage was at zero or at some different value.
As the throttle was increased, the secondary Analog voltage would
increase in proportion. Digital commands would still be available
in this design using PRP encoding for DC power trains or DC
encoding for AC powered trains.
[0048] Another features of our invention is the use of ID numbers
for DC analog or AC conventional control. Our interviews and
surveys indicate that the main attraction of command control is the
ability to select the desired locomotive without the need for
turning on different blocks. This particular feature was favored
over independent speed control of different locomotives operating
at the same time. Therefore we have included in our advanced MBA's
and Relicabs a sophisticated method to select locomotives by their
cab numbers and a simple and effective may to make up consists. We
have expanded ID numbers past the 10,000 number maximum possibility
in DCC to including 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.
[0049] There are many more features relating to our method of
locomotive selection and identification numbers (ID's), which are
described in the embodiments.
[0050] Another idea central to our invention is Regulated Throttle
Control (RTC). 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. However,
our innovative 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
Inherent Inertia, will continue at the same speed. RTC operates
your locomotive as though it has the mass and inertia of a
prototype locomotive; the locomotive will resist changes in speed
once it is moving and will resist starting up quickly if at rest.
Quantum locomotives operate model locomotives at very slow
prototypical speeds without having to adjust your throttle
continually to maintain that speed. While small obstacles will not
affect the locomotives speed under RTC, a continual opposing force
will slow your 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.
[0051] RTC in our Quantum on-board sound and train control modules
allows us to include a sophisticated braking function in our MBA
controllers. Pressing the brakes produces brake sounds and results
in the locomotive motor to reduce to idle or the chuff to reduce to
a low chuffing sound followed by the locomotive slowing down.
Holding the brake button causes more and more braking just like the
prototype as more air is released from the brake lines.
[0052] Load levels can be increased in either RTC or STC, which
results in slower acceleration and slower deceleration and
stopping. In addition, RTC is a benefit for our Sound of Power
features, which produces more labored sounds as a locomotive
accelerates and less labored sounds under deceleration.
[0053] The other important component for this invention is that the
Quantum on-board train and sound control module can be configured
to receive analog PRP Encoding, convention DC Encoding, Lobing, DCC
commands and other selected command protocols. Quantum can be
designed to operate in analog DC or conventional AC, even at
relatively low voltages. Quantum units come in various sizes and
power ratings depending on the application and scale of the
locomotive. One such configuration is called Quantum Universal
Control System or Quantum UCS, which allows for a plug in
communication receiver to configure the UCS to any type of popular
operating system. For instance, a user could plug in a Lionel TMCC
unit or a DCC receiver for radio DCC signals, or any other receiver
that can use our connector buss and operating code.
[0054] New feature additions to our popular Quantum System will
include bi-directional communication for both AC powered and DC
powered trains, status response that reports verbally or digitally
important operating conditions of the locomotive, steam cylinder
cocks for venting steam after a steam locomotive has been idling,
drive wheel spin sound effects, on-board calibrated speedometer in
scale miles per hour (or scale kilometers per hour) that reports
back verbally or digitally for a moving locomotive, rail sanding
sound effects, playing the horn or whistle with special ending
effects, automatic technique for uncoupling cars over magnets with
special sounds, slack action feature with sound effects, variable
high chuff rate for shays and other geared locomotives, simple
speed curves for analog operation, plus many more features.
[0055] Another feature will be a fully playable horn or whistle
that will allow the operator to control the amount of simulated air
or steam in horn and whistle sound effects in a continuous manner
from the controller or hand held throttle. In addition, users will
be able to program which chimes they want for their horns to
customize the horn to their locomotives or road names.
[0056] Other new additions to the Quantum system will include using
new smoke generator designs to simulate steam emissions from the
steam generator (dynamo), and from or near the decorative whistle
while activating the whistle sound effect, or from the steam chests
during running, steam cylinder cocks, and steam turret. Cab area
smoke would be an occurrence when simulating starting a steam
locomotive fire from scratch or when stopping the locomotive
without turning on the blowers (steam blowers create a draft to
ensure that smoke from the smoke box is vented through the
stack).
[0057] Also, expanded features will be added by networking other
micro-processors in the locomotive to control local features such
as an additional uP in the steam locomotive to operate lights,
throttle linkage, simulated fire in the fire box, etc. but
connected to the Quantum system in the tender to retain control of
these additional features.
[0058] Yet another feature is our line of Quantum equipped rolling
stock where the cars can be operated directly from our MBA
controllers or special ancillary controllers that can be added to
the MBA's. These automatic cars will each be equipped with power
pickups along with speedometers. This will allow the MBA to program
the behavior of each car such as volume, ID numbers, operational
parameters, etc. The speedometer or motion sensor will allow for a
Neutral state with special sound effects (Neutral occurs when the
car is not moving), plus automatic or command operated squealing
brakes, Clickity-clacks, and Doppler effects. Stock car animal
sounds will also respond to the changes in motion from calculations
of the progressive derivatives of distance with respect to time
(speed, acceleration, jerk and whip) to create more excited or
panicked animal sounds.
[0059] Many other features are included in the embodiments of this
invention that are too numerous to be included here. For instance,
the MBA allows for setting ID numbers and selecting turnouts,
accessories, trackside detectors, etc. operational windshield
wipers, animated rotating fans using LCD displays on the
locomotive, automatic moving bell and operating radius rod,
reverser and throttle on steam locomotives, reverb and tone
control, on-board locomotive operation scenarios, sophisticated
lighting control, and a new concept in cruise control.
BRIEF DISCRIPTION OF THE DRAWINGS
[0060] FIG. 1 Common DC power pack (Prior Art).
[0061] FIG. 2 Graphs of different analog waveforms from common DC
power packs (Prior Art)
[0062] FIG. 3 Typical waveforms from fixed voltage accessory
outputs on common DC power packs (Prior Art)
[0063] FIG. 4 Waveforms for a Polarity Reversal and a Polarity
Reversal Pulse remote control signals on variable amplitude analog
DC track voltage. (Prior Art)
[0064] FIG. 5 DC SideKick: a two button box for producing Polarity
Reversal and Polarity Reversal Pulses. (Prior Art)
[0065] FIG. 6 SideKick shown attached to a common DC power pack.
(Prior Art)
[0066] FIG. 7 Advanced SideKick with analog programming buttons
added.
[0067] FIG. 8 Block diagram for an advanced SideKick design.
[0068] FIG. 9 Waveform of Type 2 signaling.
[0069] FIG. 10 Envelop of Type 2 signaling waveform.
[0070] FIG. 11 Envelop showing Type 3 signaling--an improvement
over Type 2 signaling.
[0071] FIG. 12 Envelop showing an improvement in speed for Type 2
signaling by eliminating the end of word time out.
[0072] FIG. 13 Multi-Button Add-on (MBA) controller shown attached
to a common power pack.
[0073] FIG. 14 Block diagram of an MBA.
[0074] FIG. 15 Block diagram of an alternative MBA design using an
active bridge instead of a relay.
[0075] FIG. 16 Diagram shows how a number of MBA using relays can
be wired in series to provide control at different parts of a
layout without signal loss.
[0076] FIG. 17 Basic design of a Variable Amplitude Full Wave HO DC
analog power pack design. (Prior Art)
[0077] FIG. 18 Basic design of a Phase Modulated Sine Wave HO DC
analog power pack design. (Prior Art)
[0078] FIG. 19 Basic design of a Pulse Width Modulated (PWM) HO DC
analog power pack design. (Prior Art)
[0079] FIG. 20 Waveform for PWM type power pack where
Bi-directional digital information is shown transmitted during the
off periods of the PWM duty cycle.
[0080] FIG. 21 Waveform of bi-directional communication of the type
shown in FIG. 20 combined with PRP Encoding (Polarity Reversal
Pulse Encoding).
[0081] FIG. 22 Waveform showing opposite polarity for
bi-directional transmissions with PWM type track voltage.
[0082] FIG. 23 Schematic of a simple bi-directional transmitter on
a remote object using an on-board voltage source for transmission
during off periods of the track voltage waveform.
[0083] FIG. 24 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.
[0084] FIG. 25 Schematic of a simple bi-directional transmitter on
a remote object using an on-board current source for transmission
during off periods of the track voltage waveform.
[0085] FIG. 26 Schematic of the bi-directional transmitter in FIG.
25 where the track condition is a simple resistive load.
[0086] FIG. 27 Schematic of the bi-directional transmitter in FIG.
25 where the track condition is a negative DC voltage to TRK1 with
respect to TRK2.
[0087] FIG. 28 Schematic of the bi-directional transmitter in FIG.
25 where the track condition is a positive DC voltage to TRK1 with
respect to TRK2.
[0088] FIG. 29 An improvement in the bi-directional transmitter in
FIG. 25 that prevents damage under certain track voltage
conditions.
[0089] FIG. 30 Block diagram of a bi-directional receiver with DC
power pack.
[0090] FIG. 31 Block diagram of a bi-directional receiver in a
remote object.
[0091] FIG. 32 DC power pack waveform envelop with dense high data
rate digital signals shown being transmitted during off periods of
the PWM type power pack.
[0092] FIG. 33 An expansion of the off period of the track waveform
in FIG. 32 showing Frequency Shift Keying (FSK) method being used
to transmit digital bi-directional data.
[0093] FIG. 34 An example of how the variable off-time of a PWM
analog track power signal can interrupt bi-directional digital data
transmission.
[0094] FIG. 35 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.
[0095] FIG. 36 New truck design for rolling stock to measure speed
of car using an optical transceiver and rotating drum with dark and
white stripes.
[0096] FIG. 37 Side view of rotating drum improvement.
[0097] FIG. 38 Coupler design showing method to measure drawbar
tension and compression using optical means.
[0098] FIG. 39 Cross sectional drawing of coupler in FIG. 38
showing details of moving drawbar shaft.
[0099] FIG. 40 Schematic of two-stage power supply used in Quantum
Loco which can also be used in Rolling Quantum.
[0100] FIG. 41 Diagram showing method of transmitting track power
from railcar-to-railcar through the couplers on three-rail
track.
[0101] FIG. 42 Diagram showing a similar method of connecting power
to railcar couplers for operation on two-rail track.
[0102] FIG. 43 Diagram showing that a short circuit conditioncan
arise when cars wired as shown in FIG. 42 are coupled together on
power two-rail track.
[0103] FIG. 44 Diagram showing how the short circuit condition in
FIG. 43 can be partially obviated by using only one rail power
pickup in each rail car.
[0104] FIG. 45 Diagram showing why the method in FIG. 44 will fail
if any car is rotated 180.degree. with respect to other cars on
powered two-rail track.
[0105] FIG. 46 Diagram showing how coupler dampers used on European
railcars can be used to transmit power from railcar-to-railcar.
[0106] FIG. 47 Diagram showing how cars equipped with electrified
dampers can transmit power from railcar-to-railcar without short
circuit conditions, irrespective of car orientation.
[0107] FIG. 48 Coupler design that has two electrical contacts to
allow power to be transmitted from railcar-to-railcar.
[0108] FIG. 49 Coupler design of FIG. 48 showing electrical
connections between coupler contacts where the couplers are in
tension.
[0109] FIG. 50 Coupler design of FIG. 48 showing electrical
connections between coupler contacts where the couplers are in
compression.
[0110] FIG. 51 Coupler design of FIG. 48 showing loss of electrical
connections between some of the coupler contacts where there is
slack in the couplers.
[0111] FIG. 52 An improvement in the coupler design in FIG. 48
where a spring loaded pin helps ensure electrical contact between
couplers in slack.
[0112] FIG. 53 Drawing showing the electrical connection between a
pair of couplers using the design in FIG. 52 where both couplers
are in the closed position.
[0113] FIG. 54 Diagram of a railcar using the coupler design in
FIG. 52 with power connections to both rails on two-rail powered
track.
[0114] FIG. 55 Diagram of two railcars both oriented in the same
direction on two-rail powered track showing that there would be no
short circuit condition if both cars were to couple together.
[0115] FIG. 56 Diagram of two railcars oriented in opposite
direction on two-rail powered track showing that there would be a
short circuit condition if the cars were coupled together.
[0116] FIG. 57 Schematic of an on-board electronic power supply and
transmission system to convey electronic power and data from
railcar-to-railcar.
[0117] FIG. 58 Diagram and drawing of railcar with on-board
electronic power and transmission system from FIG. 57 with both
ground and power connections to both truck pickups and to both
electrical connections of the coupler design of FIG. 48 of both the
front and rear couplers.
[0118] FIG. 59 Diagram showing a series of cars on two-rail powered
track connected together to transmit both power and data.
[0119] FIG. 60 Drawing of Crane Car as an application for Rolling
Quantum.
[0120] FIG. 61 Drawing of Crane Car boom illustrating method to
rotate hook.
[0121] FIG. 62 Block Diagram of Servo Type feedback throttle.
(Prior Art)
[0122] FIG. 63 Timing diagram showing early method for digital
command control with digital bi-directional feedback included.
(Prior Art)
[0123] FIG. 64 Block diagram of QSI Train Control and Sound System
showing microprocessor implementation of on-board motor control.
(Prior Art)
[0124] FIG. 65 Block diagram showing motor speed detection using
Back EMF and motor control using a Triac pass device. (Prior
Art)
[0125] FIG. 66 Partial Block diagram showing a method for motor
control called Regulated Throttle Control.
[0126] FIG. 67 Partial block diagram showing a method for motor
control called Regulated Throttle Control.
[0127] FIG. 68 Partial block diagram showing a method for motor
control called Regulated Throttle Control.
[0128] FIG. 69 Waveform showing the use of AC as a remote control
signal for DC powered trains called Type 5 Signaling.
[0129] FIG. 70 Waveform showing interrupting the DC track voltage
to apply AC at any phase angle for Type 5 Signaling.
[0130] FIG. 71 Waveform showing phase shifting the AC remote
control signal to better match the applied DC track voltage to
prevent changes in model locomotive power.
[0131] FIG. 72 Waveform showing using long and short durations of
applied AC remote control signals with normal DC track voltage in
between as a means to send digital information down the track
called Type 6 Signaling.
[0132] FIG. 73 Waveform showing a method of using long and short
durations of applied AC remote control signals interspersed with
long and short durations of DC track voltage as an improved means
of sending digital information down the track called Type 7
Signaling.
[0133] FIG. 74 Waveform showing the use of short bursts of AC as a
bit separator between long and short durations of DC track voltage
as a means of sending digital information down the track, called
Type 8 signaling.
[0134] FIG. 75 Waveform that combines Polarity Reversal Signaling
and AC signaling to produce a faster data rate called Type 9
signaling.
[0135] FIG. 76 Waveform showing a method of changing the amplitude
of DC track voltage for short and long durations as a means to send
digital information down the track.
[0136] FIG. 77 Waveform showing a method of changing the amplitude
of AC remote control signals for short and long durations as a
means to send digital information down the track.
[0137] FIG. 78 Waveform from FIG. 82 MBA when relay is connected to
the AC accessory output.
[0138] FIG. 79 Waveform from FIG. 82 MBA when relay is connected to
the AC output where individual lobes of full period AC power are
each symmetrically phase shifted by 90.degree.. This is called Type
14 Signaling.
[0139] FIG. 80 Schematic and block diagram of two button controller
to provide AC remote control signals for DC powered trains.
[0140] FIG. 81 Waveform showing AC remote control signals clipped
to match normal DC track power to prevent changes in power
delivered to on-board motor controllers.
[0141] FIG. 82 Block diagram shows extending the two-button
controller in FIG. 80 to an MBA type Controller using AC remote
control signals.
[0142] FIG. 83 Waveform showing the combination of Type 9 and Type
10 Signaling to produce a faster method to transmit digital signals
called Type 11 Signaling where both the AC the DC signals transmit
two bits each.
[0143] FIG. 84 Block diagram of an MBA that can send DC or AC
remote control variable amplitude signals of short and long
duration to transmit digital information. Variable amplitude remote
control signal transmission is called Type 12 signaling.
[0144] FIG. 85 Waveform of AC remote control signals where the data
rate is increased by phase shifting top and bottom AC lobes
independently. This speeds up the data rate by two times over Type
14 Signaling. This is called Type 15 Signaling.
[0145] FIG. 86 Waveform combining short and long DC signals
interleaved with AC signals of short and long duration and phase
shifted and not phase shifted. This allows the AC signals to
transmit two bits each. This is called Type 10 signaling.
[0146] FIG. 87 Block diagram of MBA controller where DC power pack
throttle output monitored and functionally remapped to a DC track
voltage that is more suitable for operation of electronically
equipped locomotives and other remote objects.
[0147] FIG. 88 Waveform of AC remote control signals interleaved
with DC remote control signals where the duration and amplitude of
each signal can be controlled to provide two bits of transmission
for both the AC and DC signals segments. This is called Type 13
Signaling.
[0148] FIG. 89 Block diagram showing extending the MBA controller
in FIG. 87 to include many new features. This new controller can
produce AC as well as DC power and remote control signals and DCC
command control; it is called a Multi-Button Universal Controller
or MBAC.
[0149] FIG. 90 Waveform of higher voltage AC interleaved with
throttle AC as a remote control signal, where the higher amplitude
of each remote signal can be detected as separate from the throttle
voltage.
[0150] FIG. 91 Full sine wave throttle output replaced by higher
voltage phase modulated AC sine waves as remote control signals
where each full cycle can be phase modulated or not phase modulated
to provide two bits of transmission. This is called Type 14
Signaling.
[0151] FIG. 92 Full sine wave throttle output replaced by higher
voltage phase modulated AC sine waves as remote control signals
where each half cycle (AC lobe) can be phase modulated or not phase
modulated to provide two bits of transmission. This is called Type
15 Signaling.
[0152] FIG. 93 Type 15 signaling where throttle is also a phase
modulated sine wave at same voltage making it difficult to
discriminate data from the normal throttle waveform.
[0153] FIG. 94 Type 15 signaling with phase modulated throttle
where a data start indicator is provided by a track power
interruption of one full sine wave period.
[0154] FIG. 95 Type 15 signaling with full sine wave throttle where
a data start indicator is provided by a full period of a modulated
sine wave at the same peak voltage as the throttle voltage.
[0155] FIG. 96 A Twice-Phase Modulated waveform as a way to
transmit data on sine waves at the same peak voltage as the normal
throttle without loosing significant motor power during data
transmission.
[0156] FIG. 97 Full sine wave throttle voltage followed by a
Twice-Phase Modulated (TPM) waveform after passing through a full
wave rectifier bridge and applied to the motor to show how very
little power is lost from the TPM waveform on a rotating motor
compared to the power from the non-modulated throttle voltage.
[0157] FIG. 98 Full sine wave throttle voltage interleaved by a
Twice-Phase Modulated (TPM) waveform showing how TPM waveforms can
be used to transmit data bits on each lobe. This is called Type 16
Signaling.
[0158] FIG. 99 Shows four different ways to phase modulate an AC
lobe and illustrating how the off-time between lobes is readily
detectable and an improvement over detecting the average voltage in
each lobe.
[0159] FIG. 100 Shows these four different phase modulated lobes of
Type 17 Signaling used to transmit digital data on an AC waveform
where the data is determined by the off-time between lobes.
[0160] FIG. 101 An MBA design configured for use with AC
transformers for track power using an in-line pass device to
control the AC accessory power.
[0161] FIG. 102 An MBA design that can also flip AC lobes to
improve data transmission rate and can be used with all described
methods of AC and DC transmission.
[0162] FIG. 103 Shows how detection of the four different phase
modulated lobes of Type 17 Signaling can be used to double the data
rate. This is called Type 18 Signaling.
[0163] FIG. 104 Shows how combining Type 18 Signaling with Lobing
technology can increase data rate by having each lobe represent a
three bit word.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Description of Communication Methods
[0164] Signal Types
[0165] DC Power Packs and Polarity Reversal Signaling:
[0166] In our U.S. Pat. No. 5,448,142, Signaling Techniques for DC
Track Powered Model Railroads, we describe using 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 with a Quick or
Slow flip and back operation of the reverse switch.
[0167] A typical DC power pack is shown in FIG. 1 with the
reversing slide switch, 101. The back panel, 102, shows terminal
strip, 103, with three pairs of screw terminals marked, "Variable
Out" for the variable throttle output based on the position of
throttle knob, 104, and "Fixed DC Out" which produces a fixed DC
output voltage for some accessory control, and "Fixed AC Out",
which produces a fixed 50/60 hertz AC output, again for powering
accessories.
[0168] Typical types of Variable Out voltages are shown in FIG. 2.
The first waveform, 201, is a pulse type where changing the duty
cycle changes the voltage. For instance, the voltage is shown
increased at t1, 202, where the duty cycle suddenly increases. The
second waveform, 203, is a variable amplitude full-wave rectified
sine wave. In this example, the voltage is increased at t1, 204,
where the amplitude is suddenly increased. The third typical
waveform, 205, is a phase modulated sine wave. In this example, the
voltage is shown increasing at t1, 206, where the phase is suddenly
increased.
[0169] Note that the full wave output for the second waveform has
flat regions at zero voltage such as 207. Even though the input
sine wave is continuous through the zero crossings, it must reach
about .+-.1.5 to 2 volts to overcome the forward insertion loss of
the 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.
[0170] Typical waveforms for the fixed voltage outputs are shown in
FIG. 3. Fixed DC Out, 301, is a full-wave rectified sine wave while
Fixed AC Out, 302, is a fixed amplitude sine wave.
[0171] A RP and PRP are shown in FIG. 4, using as an example the
"Variable Amplitude Sine Wave" from FIG. 2, 203. In the top
waveform in FIG. 4, a Polarity Reversal is performed at time, T2,
401. In this example, the voltage was also increased at T3, 402,
which may or may not occur during PR's, since it is dependent on
the operator's control of the throttle at the time. In the bottom
waveform in FIG. 4, a PRP is performed at time, T2, 403, and
terminated at time, T4, 404. Again, in this example, the voltage is
shown being arbitrarily increased at time T3, 405, by the operator.
PR and PRP can happen at anytime in the waveform. In the examples
shown, the PR and PRP 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.
[0172] 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 always 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 of the operating state of the locomotive and duration of
the PR or PRP.
[0173] PR's and PRP's along with the throttle allowed us to operate
a surprising number of features using a standard HO DC power pack.
In implementing this invention on a Boardway Limited Co. H.O. scale
Class A locomotive, we provided the following operating features in
our on-board Quantum Sound and Train Control module:
[0174] Horn (horn blows while a PR is applied)
[0175] Hoot (activates with a long PRP)
[0176] Bell (short PRP)
[0177] Doppler (PRP for at least 1 second (horn blows and continues
blowing for a short time period .DELTA.t after polarity is returned
to its initial condition), followed by a second PRP within .DELTA.t
(horn continues to blow after Doppler effect until polarity
returned to initial condition)
[0178] In addition, we provided the operator with means to program
various features: [0179] Enter programming with 3 short PRP's
directly after power up (bell turns on, then off, then on again
followed by the phase "enter programming" whereupon the bell sound
shuts off). [0180] Program Options (POP's) continue to advance
whenever a PR is applied with an announcement of each option
number. When the desired number is announced, the user returns the
polarity to its initial condition (the option name is then
announced). [0181] Quick or Slow PRP's are then used to enter and
change program options.
[0182] The user leaves the programming mode by turning off the
track voltage and then re-applying track power. If he wants to
re-turn to a previous option, he will need to leave programming and
start again.
[0183] Program Options include:
[0184] System volume
[0185] Inertia and Regulated Throttle Control (RTC)
[0186] Helper Type (Normal locomotive, Lead locomotive, Mid Helper
or End Helper)
[0187] About Quantum, which describes the software (SW) version,
sound set, date, etc.
[0188] System Reset
[0189] Whistle volume
[0190] Bell volume
[0191] Chuff volume
[0192] 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 options by applying a
PR and returning the polarity to its initial condition.
[0193] The Class A also had a special Neutral state what 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. The Neutral state has special sound effects
appropriate for a locomotive at rest. PR's and PRP's performed the
same functions in Neutral that they did for a moving locomotive
with the exception of a Doppler effect.
[0194] The idea with Quantum was to provide the analog model train
operator with a way to control his locomotive using only the
throttle and reverse lever on his DC power pack. This has been very
fruitful and most operators are delighted with the possibility of
taking their newly acquired locomotive home from the hobby shop and
running it with a standard HO power pack without having to add
extra components or change their layout in some way.
[0195] The Quantum system had the following limitations under
analog control as reported by some users:
[0196] There are desirable features under DCC that are not
available in analog, such as, coupler arm and fire, mute, ID
selection, etc. A way needs to be invented that can send simple
commands via the power pack to activate remote controlled
features.
[0197] Although the direction switch on the power pack can be used
to send PR's and PRP's, it tends to wear out the switch to do these
operations. Also, some users may find it difficult to get the
timing correct when using Quick and Slow PRP's.
[0198] It is often difficult to know how far to turn the throttle
down to enter Neutral, especially if the locomotive inertia is set
high. The tendency is to turn it too far down which causes the
Quantum system to shut down from low power.
[0199] The speed curves for Quantum differ from most standard DC
powered locomotives. Because of our derived neutral and the minimum
voltage necessary to run the electronics, the Quantum locomotive
starts moving at much higher voltage (8-11V) while standard HO
locomotives can start out at very low voltages (2-5V).
[0200] Even if the speed curves did match up between Quantum
locomotives and standard HO locomotives, it is not possible to use
PR's and PRP's while the locomotives are moving without the
standard locomotive reversing direction and jumping around
unrealistically.
[0201] Under DCC users report the following limitations:
[0202] The in-rush current during start up to charge the filter
capacitances can trip circuit breakers in DCC command stations.
[0203] The quiescent current is large enough to prevent operation
of Quantum equipped locomotives on program t-racks with some brands
of DCC command stations.
[0204] Bi-directional communication is becoming desired.
[0205] There are a number of solutions for the above problems that
are part of this invention:
[0206] Type 1 Commands:
[0207] We have previously experimented with using coded horns and
bells to provide additional remote control signals. There are two
categories for this kind of coding. The first uses horns and bell
signals in succession that would make sense on prototype railroads
such as
[0208] .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.
[0209] .cndot. (2 longs, a short and a long) would be used to turn
on a crossing bell and produce a clickity-clack sound of wheels
over track joints. This particular single is used on prototype
railroads to signal automobile drivers and pedestrians that a train
is approaching a highway crossing.
[0210] Bell w/ith (Bell on followed by a long whistle blast) is
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.
[0211] The signals described above will be called Type 1
Commands.
[0212] There are other prototype 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 can use Type 1
Commands. Using prototype horn and bell signals are easy to do and
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 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 prototype
horn and bell signals.
[0213] Type 2 Commands:
[0214] Another set of coded horns and bells has nothing to do with
prototype operation. For instance, we might use a series of Horn,
H, and Bell, B, signals to do the following:
[0215] B-B-B opens rear coupler
[0216] H-B-H-B turns on dynamic brakes.
[0217] B-B-H opens front coupler
[0218] B-H sounds squealing brake effect
[0219] B-H-B-H turns on blower hiss in a steam locomotive
[0220] B-B-B-B mutes the sound system, etc.
[0221] where a horn signal is considered a short hoot. In addition,
we would limit the allowable time between individual occurrences of
bell and horn hoots to prevent normal operation of the train's bell
and horn being interpreted as part of the code. This type of
signaling is essentially digital codes and are here defined as type
2 commands.
[0222] To use type 2 commands, the operator would need a list of
codes or he would need to commit them to memory without the
mnemonic benefit of having these relate to prototype signals.
[0223] Also, because type 2 commands will produce bell and horn
hoots that have no prototype meaning for the features that are
being activated, they would sound artificial and detract from the
model railroading experience. For this reason, we have added the
specification that any type 2 code be preceded with a bell signal
and we have delayed the bell sound effect from coming on until a
long enough period, .DELTA.t, to determine if any other PRP's are
generated. If no other signals are forthcoming within this
predetermined period, 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, they are registered and stored as bells
or whistles. After a series of bells and whistles have been sent
and no further PRP's are sent within a specified time period, the
feature corresponding to a set of bells and hoots recorded is
executed.
[0224] Note that the terminology "whistle" and "horn" mean the same
thing. The signal for either is the same but its corresponding
sound may be a horn or whistle depending on the type of locomotive
(steam locomotive or diesel).
[0225] Note: we have arbitrarily assigned the bell to be a logic
"1" and a horn to be a logic "0".
[0226] The PRP time intervals for a bell or hoot 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 these 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.
Other functions like opening couplers would have intermediate
delays. Fast responding functions benefit from more bell signals
than hoots.
[0227] In addition, Type 2 Commands could 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 horn and bell commands. Selecting a locomotive could be
done either in programming using another unused option or the ID
command could be sent within a certain time interval after
power-up. Selecting locomotives could tolerate delays of 2 to 3
seconds as long as transmission of the horn and bell sequences was
reliable.
[0228] Using Type 1 and Type 2 Commands along with simple PR &
PRP's could 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 for the operator to send Type 2 commands on his
power pack, where timing is hard to control; he might miss commands
or inadvertently send the wrong command. To take full advantage of
Type 2 commands, it is important to add some kind of controller to
the power pack to increase command reliability.
[0229] The Two-Button Box:
[0230] To alleviate these problems, we developed a simple
two-button controller called the DC SideKick. The top diagram in
FIG. 6 shows DC SideKick, 600, with Horn button, 602, and Bell
button, 604. The bottom figure shows the DC SideKick, 600, attached
to the top of a typical DC power pack, 100. Sidekick connects
between the variable DC output of power packs and the track to
produce reliable horn or hoots or bell signals of the correct
duration.
[0231] Besides sending out reliable hoots, horn blasts and bell
signals with the correct timing, the DC SideKick product also saves
wear and tear on the power packs reversal switch. Also, since the
polarity always returns to the power pack normal output polarity
when the horn button is released, or after a bell signal is sent,
the reversal switch can be used exclusively to do reverse functions
and its positions will indicate the direction of travel for the
locomotive, as it always has.
[0232] The DC SideKick design uses a very simple circuit concept as
shown in FIG. 5. Activating the relay, 505, changes the polarity to
the two-rail track, 501, to reverse it from that of the DC output
from the power pack, 502. Pressing the bell button, 503, will
produce a quick PRP suitable for bell operation. A quick tap on the
horn button, 504, will produce a PRP suitable for a hoot command.
Pressing and holding the horn button will produce a PR for
continuous horn or whistle sounds until the horn button is
released. In addition, the uP could store in memory a series of
user horn and bell operations, and then send out the proper series
of PRP's to ensure reliable operation. The user can tap the bell
button twice and tap the horn button three times in very rapid
succession and wait as the uP sends out bell and hoot signals to
produce a 11000 Type 2 Command.
[0233] Advanced DC SideKicks could allow simple easy to remember
operation of both Type 1 and Type 2 commands. By holding the bell
button down while the horn button is tapped a countable number of
times and then releasing the bell button would allow selection and
transmission of different stored horn or horn-bell sequences.
[0234] While everyone can count, this method of sending Type 2
commands could get time consuming for counts exceeding six or
seven. This method would probably be reserved for the longer, more
complex and difficult to remember sequences of horns and bells that
operated popular features. The simple sequences of bells and hoots
such as coupler crash sound (2 bells) or brake squeal (bell-hoot)
would continue to be coded in by hand.
[0235] Programming:
[0236] The existing SideKick will allow simple programming by
pressing either the horn button or the bell button 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 Sound and Train Control System. In programming,
holding the horn button down allows advancing through the different
program options until the desired option is reached and then
letting go of the horn button to stop at that option. Pressing the
horn or bell button quickly will enter the option where the current
setting will be announced by the locomotive. Thereafter, sending
bell or horn signals from SideKick will change the option settings.
For those options with different levels, the horn button will cause
the level to increase while the bell signal will cause the level to
decrease. This is shown as the up arrow, 601, next to the Horn
button, 602, and the down arrow, 603, next to the Bell button, 604.
The up arrow next to the Horn button is consistent with pressing
the Horn button to advance through higher POP's in programming.
Since the SideKick can remember the number of times either the Horn
or Bell button is pressed and released (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 three times while in POP 1.
[0237] It would be an improvement in the DC SideKick to add an LED
or LCD display to allow the user to select the desired level
setting at any POP. However, since SideKick does not know the
current setting in the Quantum System, this will not work. However,
it maybe possible for SideKick to select a user entered POP number.
One method is for the user to press and hold the Horn button while
SideKick rapidly counts ups and displays the POP number on the LCD
or LED readout. Once the desired number is selected, a continuous
PR of the correct duration would be applied until the Quantum
locomotive reaches the same POP number and the PR is returned to
its initial condition.
[0238] This method can work because the Quantum system always
starts at POP 1 when programming is entered so it is not difficult
for DC SideKick and the Quantum equipped locomotive to start at the
same POP number. And, it is always easy to get back in sync by
reentering programming with both the SideKick and the Quantum
system. However, depending on timing, using a continuous PR to
advance POP's may not always result in the same POP for both DC
SideKick 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 was exceeded.
[0239] Here Type 2 signaling can be added to SideKick and advanced
controllers as programming commands to overcome some of the
limitations in the programming method described above. For
instance, Type 2 signaling can:
[0240] Select between advancing or reversing the direction of
moving through Program Options (POPs). A bell-hoot-bell could
select going forward and a bell-hoot-hoot might select going
backwards. Thereafter a PR would continue to count through the
options, whether forward or backward, depending on the
forward/backward selection. In addition, the forward/backward
selection could be used to move to the next selection or go
backward one position. On the advanced DC SideKick controller, two
additional buttons could be used to make selecting options very
easy. FIG. 8 shows were a "PREVIOUS" button, 801, and a "NEXT"
button, 802, have been added with inputs to the microprocessor,
506. These same buttons are shown in FIG. 7 and labeled "PREV" and
"NEXT" on advanced Sidekick, 700.
[0241] If the "NEXT" button is pressed once, Quantum would advance
one POP position. If pressed twice, it would move two positions
(POPs) forward. If pressed and held, it would continue to count
forward. On the other hand, pressing the "PREV" switch would cause
the Quantum system to go back one POP and so on.
[0242] An LED or LCD number display could now be added to the DC
SideKick or advanced controller to indicate the POP number. The
user could use the NEXT and PREV switches to advance or decrease
the display numbers quickly and once he let go of either button, DC
SideKick would generate a Type 2 command to directly select the
indicated POP number automatically. This would extend the required
number of Type 2 command codes to include all the POP numbers
available.
[0243] The use Type 2 codes for a "Next" or "Previous" operation or
for each POP number is an advantage when addressing POP's for many
locomotives at once such as a consist of locomotives. 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.
[0244] New Quantum Systems can be designed to accept Type 2
signaling but should also accept a PR as a way to advance reset
options in order to work with standard power packs and with older
SideKicks. We have added two conditions to how new Quantum
locomotives will advance POP's to ensure consistent behavior and
provide more freedom to design advanced controllers.
[0245] Pop's should not loop back to POP 1 if the highest POP is
exceeded.
[0246] New Quantum Systems can be designed to accept Type 2
signaling but should also accept a PR as a way to advance reset
options in order to work with standard power packs and with older
SideKicks. We have added two conditions to how new Quantum
locomotives will advance POP's to ensure consistent behavior.
[0247] Improvements in Type II Signaling:
[0248] We normally do 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 in FIG. 9. In this
Fig., for illustrative purposes, the output from the power pack was
chosen as the "Pulse Type Voltage Wave Form" shown in the top
diagram of FIG. 2 and is represented here as a very dense series of
pulses (at 50% duty cycle). However, any type of DC waveform could
be used for this discussion. The PR and PRP's are shown as periods
where these pulses are going between zero to negative rather than
between zero to positive. The first series of pulses, 901,
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 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
our minimum detection time for a PR. Also, for illustrative
purposes, a PR is shown occurring at the end of a power pack 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 this, such as excessive electrical noise or
reliability issues from high switching currents or inductive
voltage spikes.
[0249] The diagram in FIG. 10 shows the same series of bells and
hoots except the PWM (Pulse Width Modulated) track waveform is left
out and 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 our best engineering choice based on our current
hardware and software limitations and it no way represents a
limitation on these time periods.
[0250] 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 FIG. 9 and
FIG. 10, this command is a binary (1,0,0,1,0,1). However, for Type
2 signals, we use a Bell PRP as a start bit, as described earlier.
Therefore, this command is represented by the five bit word (0, 0,
1, 0, 1), not six bits.
[0251] Based on the 170 ms and 370 ms PRP time periods, this
command would require 2.47 sec to send, plus some timeout period,
t.sub.D, greater than t.sub.R to know that the data sequence was
complete. For a reasonable time period of 200 ms for t.sub.D, it
would take 2.67 seconds 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 seconds, the best case for all 1's is 2.92 seconds with an
average for all possible digital 8-bit words at 3.72 seconds. This
would be an unacceptable delay time for the operator to wait for a
simple command such as "open the rear coupler".
[0252] Type 3 Signaling:
[0253] A better approach would be to avoid the t.sub.R period
altogether as shown in FIG. 11. In this case, we time out each PRP
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 in order to not be detected
as another bit. This method would reduce the time for the same 5
bits to 1.82 seconds assuming 200 ms for t.sub.D. To send 8-bit
words, the average would be 2.53 seconds with a worst case of 3.23
sec (all 0's) and a best case of 1.73 (all l's).
[0254] The t.sub.D delay time and the need to return to base line
(initial non-polarity reversed condition) can both be eliminated by
always sending a word with fixed number of odd bits. 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 date
bit to base line.
[0255] In FIG. 12, we start 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, we save the
200 msec for the end of word time out, t.sub.D, which gives us an
average transmission time of 2.33 seconds with worst case at 3.03
sec and 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 still too long
for an operator to wait for a simple operation.
[0256] Controller for Sending Type III Commands:
[0257] The above Type 3 signaling is not based on our method of
sending a series of Bell and Hoots described in QSI U.S. Pat. No.
5,448,142, and could not be easily done by modifying our DC
SideKick system, which was only intended to send Type 1 and Type 2
commands. Since Type 3 signaling is different, we are not
restricted to maintaining the Bell and Hoot timings used above and
can develop hardware that not only increases the data rate but also
provides the operator with multiple feature buttons that send
specific codes to operate different effects. Our Base Station
called "MBA" for Multi-Button Add-on controller that can be
attached or used with existing DC power packs in a similar manner
to the DC SideKick. Such a controller, 1301, is shown in upper
drawing of FIG. 13. The lower drawing shows the controller, 1301,
attached to DC power pack, 100. The buttons are not defined in this
drawing but will be described in the various embodiments of this
invention later in this patent specification.
[0258] The basic hardware configuration for the MBA controller is
shown in FIG. 14. Here a large array of buttons or switches, 1401,
through, 1402, indicates many inputs to the microprocessor for
controlling features. The dots, 1403, indicate that the number of
buttons is not defined in this diagram. The Horn button, 1404, and
Bell button, 1405, and programming buttons, Next, 1407, and
Previous, 1406 are retained from the DC SideKick and perform the
same functions but may use either Type 1, Type 2 or Type 3
signaling.
[0259] We show using a double-pole double-throw relay, 1408, under
uP control through relay driver, 1409. The purpose of this relay is
the same as the DC SideKick; it is used to produce PR or PRP
signals. However, it will operate differently under uP control to
send Type 3 signals.
[0260] +DC is normally applied to TRK1 and -DC applied to the track
second rail, TRK2. When the relay driver (turns on) the relay coil,
1410, the relay activates and changes the double-pole, double-throw
switch to apply +DC to TRK2 and -DC to TRK1, thereby affecting a
polarity reversal to the track (PR)
[0261] We could have used an active bridge circuit, such as 1502,
shown in FIG. 15, to produce PR and PRP. Here P1, P2, P3, and P4
represent pass devices that are controlled by the driver circuit,
1501, which in turn is controlled by the microprocessor, 1506. This
active bridge circuit is common for motor control and is familiar
to anyone skilled in the art. The pass devices can be pnp and npn
transistors or power FET's. 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 turns on P1 and P4 and turns off P2 and P3, +DC is
applied to TRK2 and -DC applied to TRK1, thereby affecting a
polarity reversal to the track (PR)
[0262] An active bridge has advantages but for an add-on product
like our MBA's , relays are a better choice for the following
reasons:
[0263] There are no complex biasing circuits for pass devices,
P1-P4, that often need to move up and down with the applied input
voltage, VPK.
[0264] Relays are more immune to damage from spikes and surges in
track voltage than electronic pass devices.
[0265] Relays can take large currents without overheating.
[0266] There is very little voltage insertion loss from relay
contacts where electronic devices can have larger insertion loss,
which can vary with the input voltage, VPK.
[0267] There is no possibility of a short circuit that can happen
with bridge circuits made from active pass devices such as the one
shown in FIG. 15. For instance, if for some reason, P1 and P2
happen to be on at the same time and/or P3 and P4 happen to be on
at the same time, there is a direct short circuit between +DC and
-DC. This can happen if pass devices get too hot and continue to
conduct even with their gates or bases biased to shut off, or a
device gets damaged and becomes a short circuit or the
microprocessor (uP) gets confused and turns the wrong devices on.
Relays cannot produce a short circuit since the relay moveable
contact arm cannot physically be at two throw positions at the same
time.
[0268] Relays do not care which polarity is connected to the two
poles (+V.sub.PK or -V.sub.PK). This is an advantage if this
circuit is connected to an existing power pack where the output
voltage, V.sub.PK, can have either polarity depending on how it was
wired or what positions the power pack's reverse switch is in
[0269] Being independent of input polarity of V.sub.PK and having
very little insertion loss allows MBA's using relays to be
connected in series with other units and still allow commands to be
sent by any base stations. For instance, consider three MBA's, #1,
#2 and #3 in FIG. 16. All three are connected in series and placed
at different places around the layout. Any PR or PRP or PRP encoded
command can be sent by any of the three MBA's and it will be
applied to the layout track. However, if two different operators
try to send commands from two different MBA's at the same time, the
commands will be corrupted. Using MBA's in series is intended for
an operator that has a simple radio linked or tethered walk-around
throttle to have access to a local MBA as he moves to different
positions on his layout.
[0270] Relays cost less than an equivalent electronic bridge
circuit for the same current output.
[0271] The biggest advantage of an active bridge circuit like,
1502, in FIG. 15 is they can produce a much faster series of PR and
PRP's than relays. However, relays are fast enough that they
improve PRP timing over the Horn and Bell timing used in Type 2
signaling. Experiments with a variety of relays have shown that it
was possible to send a 10 ms PRP and detect it. Speed faster than
this had enough variation in PRP pulse width that reliability in
timing was starting to become a problem. We got very reliable
results 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 and worst case (all 0's) would take 510 ms while best case (all
1's) would take 270 ms. This would be very acceptable for the
operator, particularly if we use faster codes for those features
that need to respond quickly.
[0272] Programming Acknowledgements:
[0273] Besides the verbal acknowledgement used in Quantum we could
add a bi-directional system to more advance MBA products or DC
power packs to allow signals to be transmitted between locomotive
and base station in electronic form in both directions. This would
allow querying the Q2 system about which POP it is currently at and
the setting for that option.
[0274] The simplest method would be to use on/off loading of the
power pack in a similar manner to how the NMRA system does their
"Service Mode" programming in DCC. In this case, we would turn on
the motor for a brief period to load the base station output as
feedback to a query. Unlike the NMRA DCC method, we would use a
binary search to determine the current POP or POP setting. This
works well for most of our POP level settings that have usually 16
levels.
[0275] Bi-Directional Communication under Analog Operation (Type IV
Signaling):
[0276] There is also a need for Bi-directional communication under
normal operation. In particular, on-board sound systems like
Quantum simulate many features of prototype locomotives and as such
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. For instance, it would be useful to know the
following kinds of information from the locomotive:
[0277] The speed of the locomotive in scale units (scale miles per
hour, scale kilometers per hours, etc.).
[0278] The amount of simulated braking applied or the amount of
simulated air pressure in the brake lines.
[0279] Locomotive's or consist's ID number.
[0280] The real current demand and power demand of the locomotive's
motor.
[0281] Diesel transition setting.
[0282] Steam locomotive cut-off setting.
[0283] The simulated current demand in the locomotive. This is the
simulated current based on notch setting, transition setting, load,
etc. that would be appropriate for the prototype under similar
operating conditions.
[0284] Remaining simulated fuel.
[0285] Remaining simulated water.
[0286] Remaining simulated boiler pressure.
[0287] Amount of time since the locomotive had received it last
maintenance.
[0288] The total miles the locomotive has been operated since it
was new or since its last maintenance.
[0289] The name of simulated engineer or fireman, which can be used
as a alternative way or alias to identify and/or select a
locomotive or train by the control center.
[0290] Location of the locomotive based on information from track
location identifiers.
[0291] Scale distance (scale miles, kilometers, etc.) traveled
since last location report.
[0292] A turnout command for the next turnout encountered. This
would be an additional method to our proximity operated turnout
control as described in our two U.S. Patents, Model Railroad
Operation Using Proximity Selection (U.S. Pat. No. 5,492,290) and
Complex Switch Turn-Out Arrangements Using Proximity Selection and
our European Patent.
[0293] Off-on state of different lights and appliances.
[0294] Video from on-board cameras.
[0295] Audio for on-board microphones.
[0296] Inclinometer indication of current grade locomotive is
on.
[0297] Measurement of locomotive's motion, acceleration, etc.
[0298] Status of the individual couplers.
[0299] Simulated fuel consumption rate.
[0300] Time or miles since last steam locomotive blow-down.
[0301] Steam locomotive boiler water level.
[0302] Time since steam locomotive flues were cleaned; prototype
steam locomotives build up soot in the flues over time that needs
to be cleaned out. This is usually done while the locomotive is
moving by throwing sand into the firebox where it is drawn through
the flues. This generally causes the normally white smoke to turn
black as the soot is expelled through the smoke stack.
[0303] 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
Sound and Train Control system and are continuously changing. In
addition, it may not be practical for the controller to maintain
the values of all the locomotives settings in memory for layouts
with many locomotives; it may be more practical to retrieve this
information from the individual locomotives as needed.
[0304] Although we supply verbal information 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
Sound and Train Control system since 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 can be updated only when a significant
change is made or when queried. Considering that video and audio
may be transmitted via a different method (direct RF), the
bi-directional system for analog applications may not require a
high bandwidth.
[0305] The Quantum system design that utilizes a bridge rectifier
and filter capacitor can allow for a simple bi-directional
communications technique during the normally occurring power off
periods of many analog waveform types currently available on DC
power packs. Three different power pack design methods are shown in
FIGS. 17, 18 and 19. The power packs are shown to the left of the
dotted vertical lines, 1701, 1801 and 1901. The layout is
represented by the conductive track rails, 1710, and 1711 and by
remote objects, 1712 and 1713 that are electrically connected to
the track rails. Remote objects can be mobile locomotives and
rolling stock or accessories and turnouts that are stationary on
the layout. Many modern electronic remote objects, such as 1712 and
1713, use a full-wave rectifier with filter capacitor electronic
power supply, represented by D1-D4 and CF. RL represents the
internal load on the remote object's electronic power supply. All
power packs are based on 50/60 hertz incoming waveform from the
country's power grid and indicated here by the wall power plug,
1706, and connected to variable transformer, 1714.
[0306] Note that all power packs produce waveforms what have off
periods where the output is at zero volts. This is clearly seen for
the Phase Modulated Sine Wave type shown in FIG. 18 where the
incoming sine wave, 1802, is first rectified by bridge, 1805 made
up of rectifier diodes, D5-D8, and shown as full wave output, 1803,
and then phase modulated by electronic control, 1806, that affects
pass device, 1807, under the control of the power pack's throttle.
The phase-modulated waveform is shown as 1804.
[0307] The off period is also obvious for the PWM pulse type design
shown in FIG. 19. Here the incoming sine wave, 1902, is rectified
by bridge, 1905, and filtered by capacitor, 1908, to produce a near
constant DC output 1903. This DC supply is then phase modulated by
electronic control, 1906, under the control of the power packs
throttle, to affects pass device, 1907, to produce the duty cycle
modulated waveform shown in 1904. The off period will of course
become vanishingly small if the duty cycle is allowed to approach
100%. Note the ripple voltage shown in waveform 1903; this is the
result of loading of C.sub.FPK partially discharging due to loading
from remote objects such as 1712 and 1713.
[0308] 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 the variable transformer
tap, 1715, which is then full wave rectified by bridge, 1705, which
results in full wave output waveform, 1703. This waveform is shown
in better detail in the middle drawing of FIG. 2 where the zero
voltage gap, 207, is clearly seen. As explained, this gap 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.
[0309] Another power pack not shown produces variable amplitude
filtered DC to the tracks and will not have any periods where the
voltage is zero.
[0310] The advantage of the three types of output waveforms shown
in FIGS. 17-19 is that bi-directional signals can be sent from
remote objects while the voltage is off into an electrical
environment that has low noise and high impedance. Since all three
power pack designs use a bridge rectifier 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. In
addition, the remote objects shown all have bridge rectifier inputs
which means their electronics are also isolated from the track. If
the bi-directional signal does not exceed 1.5-2 volts, this signal
can safely be transmitted in the high impedance, low noise
environment of the two rail track. In addition, Pass devices, 1807
and 1907 further isolate the track from input sine waves while
these devices are off and the charged capacitors, CF, in the remote
devices ensure that they are isolated from track signals that are
below these capacitors' charge voltage. Quantum System will remain
charged enough to keep the on-board Quantum electronics on during
the duty cycle off portion of the track voltage waveform.
[0311] Under these conditions, the track impedance will remain an
open circuit for reasonably large signals as long as these
capacitors voltage remains above the desired bi-directional signal
peak voltage. This high impedance environment is important since it
would allow an on-board transmitter in a remote object to apply a
low amplitude voltage on the track without severely loading the
on-board power supply during the off period. This is important
since the on-board 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 can be
sent from the remote object during off periods of the applied track
power voltage. For instance, analog output can be the value of on
on-board variable voltage supply (or current supply) or, digital
data can 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 pulse type power pack.
[0312] The logic output is shown under the graph as a series of 0's
and 1's. The first four cycles in this diagram 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, 100 hertz or 120 hertz). Logic 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 other places.
[0313] Note that this method of bi-directional communication can be
used in combination with PRP encoding since 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
series (0, 0, 1, 1, 0) during this time. It is also unimportant if
PRP occurs during a power pack pulse or in the middle of a
bi-directional "1" since it will not affect the magnitude, polarity
or period of the bi-directional signal.
[0314] The polarity of the bi-directional signal is also
unimportant as indicated in FIG. 22, where -V.sub.B, also
represents a logic 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 since the locomotive could be placed on the
track in the opposite direction and hence could be transmitting
data with the opposite polarity. This is actually an advantage
since it could be configured to tell the controller the direction
the locomotive is facing from the polarity of bi-directional
information with respect to the applied voltage.
[0315] FIG. 23 shows a general case of how an on-board voltage
source can be connected to the track. The on-board microprocessor
is not shown nor the details of the sound and train control system,
motor drive, etc. This diagram simply shows an on-board voltage
generator, made up of bridge rectifiers, D1-D4, filter capacitor
CF, and linear regulator, 2301 and protection diode D5. This power
supply will generate a voltage, V.sub.B, at the cathode of D5,
2302, when the circuit is loaded. RL represents the loading on the
filter capacitor by internal electronic components such as the
on-board uP, lighting circuits, etc. These circuits may be powered
by other voltage regulators not shown or may be powered by the
V.sub.B generator. In any case, for this discussion, all internal
loads receive power from CF and all return current to internal
ground, 2303. The pass devices, P1 through 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 to connect
between TRK1 and TRK2 with either polarity. When track power is
applied to either polarity between TRK1 and TRK2, the internal
capacitor, CF, 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 CF does not fall too close to the
V.sub.B output. There are two conditions: 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; 2) if P1
and P4 are off, and P2 and P3 are on, then the V.sub.B generator
will apply a negative voltage to TRK1 with respect to TRK2.
[0316] When designing a circuit for bi-directional feedback, there
are three conditions that should be met to ensure reliable
operation. 1) if 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 can 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.
[0317] The generalized circuit in FIG. 23 has some of these
problems depending on track conditions. Consider the condition
where P1 and P4 are on, and P3 and P4 are off, which is intended to
apply a positive VB to TRK1 with respect to TRK2 under open circuit
track conditions. FIG. 24 shows the resultant schematic where these
ideal switches are replaced by opens or shorts (i.e. 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).
[0318] To indicate the different track conditions, a simulated
power pack, 2410, is constructed as switch, 2407, as batteries 2405
and 2406, and resistor, 2408. The batteries 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. The resistor R.sub.T is likely located in the MBA along
with the detection circuitry rather than in the power pack but for
this discussion, the MBA and power pack are shown together.
[0319] During circuit operation, where CF is fully charged, if
switch, 2407, is in position B, a positive V.sub.B is applied to
detector resistor, R.sub.T, in the power pack. If switch 2407 is in
position A, then the positive V.sub.T volts applied to TRK1 with
respect to TRK2, will back bias diode D5. No harm comes from this
operation. However, if switch 2407 is in position C, then the
negative V.sub.T volts applied to TRK1 with respect to TRK2 are
also applied directly across diode D3 and can damage this
device.
[0320] If we examine the circumstance, 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 (2407 in position A) will damage diode D4.
[0321] In addition, if a short circuit occurs in either condition 1
or 2, the V.sub.B generator is loaded which will rapidly discharge
the supply capacitor C.sub.F. This is seen in FIG. 24. If TRK1 is
connected to TRK2 via a short circuit, the cathode of D5, 2409, 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 CF fast enough to power down
the on-board uP before the short circuit condition is repaired and
may damage the regulator.
[0322] Although we are not aware of any previous methods for doing
bi-directional communication under analog or conventional train
control, Bernd Lenz in U.S. Pat. No. 6,853,312 does address some of
these problems for his design for bi-directional communication
under the NMRA digital command control (DCC). Instead of an
on-board voltage circuit, he connects a current generator between
the track rails during a predetermined time period while the
applied track voltage is off. If by chance there is a short circuit
condition on the track, the current draw from the on-board supply
is limited and will not quickly deplete the on-board filter
capacitor. It appears that his invention avoids the issue of
potential damage during the application of track power by limiting
these transmissions of the bi-direction current pulses to times
when track power is disconnected.
[0323] The circuit in FIG. 25 shows a more complete on-board system
where a current source rather than a voltage source is used for
bi-direction communication. The bridge rectifier is the same but
the power supply is more complex with two regulators to achieve a
high storage capacitance for operation at low amplitude power-pack
track voltage. The input filter capacitor, C1, is rated at maximum
peak track voltage. The 5-volt linear regulator, 2501, serves to
lower the voltage to large filter capacitor, C2, with much lower
voltage rating. A second regulator, 2502, reduces the voltage to
3.3 volts suitable for the microprocessor, 2503.
[0324] The current source generator is made up of two bi-polar
current mirrors. The reference current, I.sub.REF, is set up by a
logic high uP output, 2504, through resistor R1 and diode
configured npn transistor, Q1, and mirrored by Q2. This current is
reflected down by diode configured pnp, Q4, and mirrored through Q5
and connected to the track through protection diode, D5. For this
discussion, I am assuming the base current errors are negligible
for either the top or bottom mirrors (beta is high).
[0325] 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, 2410. Hence the rectifier diodes,
D1-D4, and track rails TRK1 and TRK2 are shown located at the
output of the on-board system. The power pack, 2408, is the same
but drawn sideways, to the power pack of FIG. 24. 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, 2408, located within the power pack.
[0326] 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 our discussion of FIG.
24, the physical limitations of the saturated shorting transistor,
Q3, does obviate some of the problems.
[0327] The operation of this circuit under the three power supply
conditions is shown in FIG. 26, FIG. 27 and FIG. 28.
[0328] FIG. 26 shows the condition 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 and 2406, in
FIG. 25 are not used, they are not shown. In addition, all the
rectifier diodes, D1-D4 are back 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 X 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 V.sub.F of D5 and the V.sub.SAT's
of Q5 or about 2.3 volts.
[0329] Since Q3 is expected to sink I.sub.OUT, as a general
engineering guide to ensure saturation, we would chose a forced
beta of 10 for this device. This would determine the size of
R2.
[0330] FIG. 28 shows the condition with the switch, 2407, in
position A; the power pack is applying a positive voltage to TRK1
with respect to TRK2. The voltages are critical points on this
circuit are shown, assuming a typical voltage of 20 volts for VT.
Under these conditions, D5 is back biased; Q5 is supplying no
current. This presents no problem except that Q5 is saturated which
may affect signal transmission speed. Q3 collector is forced low to
about 0.7 volts below internal ground, 2505. This also causes no
problem but it may affect Q3 switching time.
[0331] FIG. 27 shows the condition with switch, 2407, in position
C; the power pack is applying a negative voltage, VT, to TRK1 with
respect to TRK2. The voltages at critical points on this circuit
are shown, assuming a typical voltage of 20 volts for VT. Under
these conditions, the cathode of D5 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 .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.
[0332] A circuit that may reduce the collector current in Q3 is
shown in FIG. 29. Here Q3 is a current source made up of the same
reference current, I.sub.REF, as the upper current source, but Q3
is shown at twice the size, which means it will mirror twice the
reference current. Under the condition 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, which is
1.15 watts, which is tolerable.
[0333] Under the condition, where the power pack is in position A,
Q3 will be saturated.
[0334] Under the condition, where the power pack is in position B,
D4 is sourcing I.sub.REF while Q3 is trying to sink
2.times.I.sub.REF; this will saturate Q3.
[0335] 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 MOS FET technology, which is a better choice for modern
high-density low-voltage logic designs. In any case, the critical
issue for analog or DCC bi-direction circuit design is to use
current sinks as well as current sources to protect 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. In analog, where
there are many different power packs and waveforms to contend with,
and where the expense and voltage insertion loss of a pass device
to shut down the track voltage may not be practical, it is
important to protect the on-board bi-directional circuits from
damage.
[0336] 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 hertz
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 to allow
transmission and reception of these digital signals.
[0337] A simple bi-direction data receiver is shown in FIG. 30. DC
power pack 3001, 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 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. 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 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 the data and/or pass data,
3007, to other digital systems such as a personal computer or other
digital appliances or accessories on the layout.
[0338] 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.
[0339] In addition, the on-board bi-directional transmitter could
also include a bi-directional receiver. This would allow a remote
object to listen to another remote object transmitting
bi-directional information. A simple on-board system is shown in
FIG. 31. Here the remote object, 3101, includes voltage detector,
3102, which communicates digitized voltage values to
microprocessor, 3104, voltage comparator, 3103, that also
communicates with said microprocessor, 3104, which in turn directs
the actions of the bi-directional transmitter, 3105. The receiver
operation is similar to the receiver described in FIG. 30. In the
case of an on-board receiver in a remote object, a termination
resistor is not needed since bi-directional voltage pulses are
already being created by the termination resistor within the
controller, 3106. Based on the voltage measurements from 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 said microprocessor to analyze said
digitized voltage from the voltage detector. The information
received may be from another remote object or from the same remote
object, 3101. In the latter circumstance, the measurement of
bi-directional information on the track verifies that its own
bi-directional current transmissions have successfully reached the
termination resistor in 3106. When the track voltage exceeds a
preset voltage peak value based on the compliance limit of said
current generators, the voltage comparator informs said uP and
prevents it from further processing of bi-directional digital
signals.
[0340] In the implementation of this invention, the function of the
voltage comparator can easily be included in the uP software and
does not need to included as a separate piece of hardware.
[0341] It is a worthwhile observation to note that the track
voltage is changed by the addition of bi-directional signaling
which in turn can affect the setting of the on-board throttle and
hence the speed of a locomotive. To obviate this problem, the track
voltage should be computed only when the voltage comparator, 3103,
has disabled bi-directional detection, or in other words, 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.
[0342] In FIGS. 20, 21, and 22 we show bi-directional signals as
transmitting one bit per power off period. At 100/120 hertz 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 speed and the locomotive's 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, etc. 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 without having the
expense or complexity of an MBA.
[0343] Indeed, if we limited ourselves to only having speed
information transmitted during the off period of the applied track
voltage, we could very well transmit a variable analog current from
the on-board bi-directional transmitter whose magnitude represented
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.
[0344] However, if more information is required from the
locomotive, digital transmission is our preferred method. The
amount of bi-directional data transmitted during each normally 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 can 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 k-baud or low mega-baud speeds.
FIG. 32 shows dense data bit sequences, 3205, 3206, 3207 and 3208,
being transmitted after each track voltage pulse, 3201, 3202, 3203
and 3204, drops to zero volts. 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,
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.
[0345] Bi-directional information can be transmitted by any number
of ways. However, in lieu of a system clock, data will be
transmitted as serial asynchronous bits. An example is FSK-like
data transmission shown FIG. 33, which is an expansion of the time
interval between DC track pulses, 3201 and 3202. In this case, bits
are represented by the different pulse widths, where we have
arbitrarily assigned wide pulses to 0's and narrow pulses to 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.
[0346] 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 and 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 and 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.
[0347] This character of the analog gap shrinking as the duty cycle
increases can 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. It 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. 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 the middle drawing of FIG. 2 where the gap, 207,
is defined by the bridge rectifier insertion loss and the amplitude
of the applied sine wave. The formula for this gap period,
.DELTA.t.sub.G, is
.DELTA. t G = 2 .omega. sin - 1 [ V F / A ] ##EQU00001##
[0348] where .omega. is radian frequency of the applied sine wave
(377 for 60 hertz), 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 usec, 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.
[0349] 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
uP 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; more information would be transmitted at low throttle
settings for Pulse Type waveforms and Phase Modulated Sine Waves
than 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 might be present and vary by different amounts depending on
power pack designs.
[0350] 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 can be addressed and then requested to
transmit any desired bi-directional data. However, in analog, we
might 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 could 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.
[0351] A solution to this problem would be to allow sequential data
transmission where each operating locomotive or remote object in
turn would 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 the first remote object followed by packet 3206 for
the second remote object followed by 3207 for the 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 could be easily implemented to
sequence the transmission of each remote object in turn that would
not require the operator to be involved.
[0352] Operating Cars:
[0353] One area of model railroading where both direct and
bi-directional communication are important 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
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. Some old ideas for operating cars include:
[0354] Side dump cars where the contents of an open bin car can be
dumped at the side of the track.
[0355] Log dump cars where the logs can be rolled off the side of
the car.
[0356] Milk car where a miniature man moves large milk caldrons
from inside a refrigerator car to a platform.
[0357] Barrel car where a miniature man pushes barrels from a
gondola type car to a loading bin.
[0358] Lumber car where a Hyster loader removes lumber from a flat
car.
[0359] Caboose with a smoke generator for the stove smoke
stack.
[0360] Etc.
[0361] New ideas for operating cars include:
[0362] Stock car with animal sound effects. Different cars would
have different animal sounds such as cows, pigs, sheep, etc. The
animal sounds would respond to the speed or motion of cars to
become more alarmed or agitated or become more content if the car
was stopped.
[0363] 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.
[0364] Thomas the Tank passenger cars that can talk and where the
simulated eyes can move to specific directions.
[0365] Simulated passenger silhouettes moving through passenger
cars by animating these actions on LDC displays inside the
cars.
[0366] Car load on fire, and requiring firefighter simulation to
put it out.
[0367] Etc.
[0368] Some of these ideas have been described in our patents,
namely U.S. Pat. No. 5,267,318, Model Railroad Cattle Car Sound
Effects and U.S. Pat. No. 5,448,142, Signaling Techniques for DC
Track Powered Model Railroads.
[0369] Many of these ideas were reserved for the toy train industry
and rejected by prototype modelers as being to unrealistic.
However, the advent of miniaturized electronics and improved motors
can improve on all these designs and in many cases make them
acceptable to serious modelers.
[0370] 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 can have. If indeed 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
might be equipped with some 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, hereafter called "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 our
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.
Currently, we propose that Rolling Quantum have any number of the
following generic features and capabilities.
[0371] Speed and Motion:
[0372] All Rolling Quantum will have a speed detector to measure
real and scale speed, S, and for calculation of distance, D,
traveled (D=.intg.S(t)dt), the progressive derivatives of speed, S,
namely acceleration, A, (A=dS/dt), jerk, J, (J=dA/dt) and whip, W,
(W=dJ/dt).
[0373] Track Voltage Detection:
[0374] Just like Loco Quantum, Rolling Quantum would have detectors
for track voltage to determine the analog throttle setting, Type
1-3 signaling detection, bi-directional transmission and detection,
and DCC detectors.
[0375] Neutral State and Associated Sound and Mechanical
Effects:
[0376] 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 can be
activated, such as live stock quieting down, air releases, etc. as
well as certain mechanical functions operating or being enabled or
disabled. For instance, a dump car could be disabled from dumping
its load, even under command, until it is stopped.
[0377] Grade and Sway Detection:
[0378] 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 car, and/or a
side-to-side pendulum like detectors to measure lateral car sway
and/or accelerometers 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.
[0379] Trip Odometer and Total Mileage:
[0380] 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.
[0381] Time Log:
[0382] The time the car has been operating could also be logged.
This time could be measured from when the car received fuel or ice
or 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. This combined with the cars
age could also determine when real or simulated overhaul was due or
when lubrication was due.
[0383] Signal Transmission from Car to Car:
[0384] Bi-directional communication from the locomotives or the
cars, cannot give 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 either from car-to-car transmission or track
transceivers could 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 could be located at the end of each car and
directed towards each other, preferable out of sight like under the
coupler pocket, 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.
[0385] Power Connections from Car-to-Car:
[0386] 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 be scraping or slipping 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 less wheels in contact with
the rails than locomotives that can 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 since it is important 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 certainly applies to the locomotives as
well where power can be drawn from other locomotives in the consist
of from the rolling stock. Car-to-car connections can be done in a
number of ways: 1) through the couplers, 2) through the air-hose,
or 3) add-on wires connecting from car to car, etc. The difficulty
is to find a way that is not visually non-prototypical or requires
an effort on the part of the operator to make the electrical
connections. If power connections can be made from car-to-car, then
car-to-car communication can also be done using these same
connections.
[0387] On-Board Electronic Memory:
[0388] 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 means 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 means could also be programmed to record the name
of the car's owner (UP, SP, N&W, etc. and the build date from
the side of the car) and the cars serial number. Memory means could
also record the real model railroader's name as the owner of the
model; this would be valuable in large club layouts.
[0389] Car Transceivers:
[0390] In model railroading, like prototype railroading, it is
important to have information about the cars identity, its
contents, value, its owner, and 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.
[0391] One solution to the this problem is to use "Car
Transceivers" located under each car, perhaps at each end, to
transmit information to "Track Transceivers" located in the track
or at trackside. Information could include the cars status, ID
number, etc., which would also locate the car on the layout. Track
Transceivers could also communicate to the car information about
its location within the train which would be stored in the Rolling
Quantum's LTM, each car being given progressive train location ID
numbers as they passed the track transceivers. The last car and the
trackside detector would both know that is was the last car and how
many cars were in the train.
[0392] These Track Transceivers could 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.
[0393] Present LED technology would be favored for the Car
Transceivers and Track Transceivers. A modulated IR carrier to
transmit information would also be prudent to minimize ambient IR
from sending false data.
[0394] Trackside Detection Reports:
[0395] Even if many cars in a train were not equipped with Rolling
Quantum, the trackside detector could still maintain a count of the
total number of cars. If the last car was Rolling Quantum equipped,
it could be told of the total number of cars in the train and any
other information about hot-boxes, flat wheels, etc. This
information could be sent to the controller directly by the
trackside detector or via bi-directional communication by the last
car, which would also be received by the locomotives. This
information could also be communicated to the locomotive via the
controller. This information could 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 report the problem type (flat wheel, hot box, etc.) and
car number, the number of cars in train, etc. Since most verbal
components of these messages are the same, prototype detectors use
individual recorded message that are combined into a full message
depending on the needed content; different verbal numbers, problem
types, etc. are substituted into the message as required. This same
approach could be done at the controller or at the locomotive to be
heard by the operator. In this way, even though detector messages
may be long and detailed, only one set of message components need
to be stored.
[0396] Proximity Transmitters:
[0397] 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.
[0398] Operating Couplers:
[0399] A new coupler design could be installed on cars (or
locomotives) that would allow a Rolling Quantum car to be uncoupled
at either end from other cars under command. In addition, if cars
were equipped with car-to-car transceivers that detected when they
were within proximity of each other, this could be transmitted via
bi-directional transmission down the track to alert the operator to
slow down. If the couplers also could provide information to the
on-board uP, 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.
[0400] Magnetic Wand Operation:
[0401] Rolling Quantum could use reed switches, Hall effect
devices, etc. that 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 can be located inside
the car body and out of sight such as under the roof.
[0402] Drawbar Tension and Compression:
[0403] 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.
[0404] Car Load Affects:
[0405] 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).
[0406] Real Braking Action:
[0407] A method to apply real functional brakes that would act like
the prototype. 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 could have real brakes applied whenever a braking
command is sent. This command would be progressive; that is, the
longer the command was sent, the more the brakes pressure would be
applied. If the command was stopped, the last braking value would
continue. To release the brakes a second "release brake" command
would be sent which could also be progressive. The longer the
command was sent, the more the simulated brake pressure would
decrease. Whenever rolling stock brakes were decreased, the
locomotive should produce air release sounds.
[0408] Squealing Brake Sound Effects:
[0409] This would 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 would be present
regardless of whether there are real brakes or not. Squealing brake
sounds could also be trigged by a direct command from the
controller.
[0410] Safety Brakes:
[0411] A safety design of modern prototype brake systems require
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 can 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-carcommunication 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
stopped and the locomotives recoupled, a command can be sent to
release the car brakes.
[0412] Charging the Brake Lines:
[0413] 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 a little like steam sounds in old
radiator heaters in homes.
[0414] A global command could remove all brakes on all cars within
a block or DCC power district. A command could also be used to
release brakes on all Rolling Quantum cars that belong to a
consist. Brakes could also be released from a command from the
locomotive that travels from car to car down the length of the
train.
[0415] Yard Action:
[0416] Brakemen can 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 a 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 could reapply the brakes. We could
also mimic the prototype operation by limiting the number of times
that brakes can be applied before the air reserve is consumed.
[0417] 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 would be accompanied
by coupler crash sounds whenever cars were coupled or uncoupled and
would not have the air-line release of parting air hoses.
[0418] Light Bulb Operation:
[0419] Most freight cars did not have lights but some did. This is
certainly valuable for passenger cars and cabooses and valuable for
special effects.
[0420] Curve Detection:
[0421] On selected cars, Rolling Quantum will have a means to
detect that a car is entering or in a curve. Freight cars can make
different sounds in curves and have different effects.
[0422] Squealing Flanges:
[0423] This might play continual squealing sounds whenever a curve
is detected. The sound would be random sequenced as described in
our U.S. Pat. No. 5,832,431, Non-Looped Continuous Sound by Random
Sequencing of Digital Sound Records, and be speed dependent.
Squealing flanges could also be produced under direct command from
the controller.
[0424] Smoke Generator:
[0425] This could be part of the Rolling Quantum system since there
are a number of applications where this could be useful.
[0426] Hot Box:
[0427] Prototype bearings on car trucks can become hot if not
lubricated properly or if they are 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.
[0428] Hot Brake Effect.
[0429] 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.
[0430] Burning Load:
[0431] Smoke generator could be used to simulate that a load was on
fire. On-board lighting could also add to this affect by simulating
the flickering and varied light given off from a fire.
[0432] Clickity Clack Wheel Sounds.
[0433] This is such 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 would be speed dependent.
These sounds might be on all the time or perhaps they would be
triggered as the locomotive passed 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 could communicate to each 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.
[0434] Flat Wheel:
[0435] 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 in the same way
and respond to the same commands. A flat wheel effect might be
enabled by a maintenance timeout setting in Rolling Quantum. This
would also alert any trackside detector that there was a car with a
flat wheel.
[0436] Rail Whine:
[0437] This is an effect that increases in frequency and volume
with increased speed. Since this is a continuous sound, it would
most likely be created as a Random Sequence Sound, as described in
our U.S. Pat. No. 5,832,431, Non-Looped Continuous Sound by Random
Sequencing of Digital Sound Records,
[0438] Doppler Effect.
[0439] This could 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 would 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 would
experience each car passing in front of him going through the
Doppler effect individually just like it does for the prototype. If
the speed calculation were not exact, the observer might 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.
[0440] Progressive Slack Action:
[0441] Slack action that would be progressive from car to car. This
could 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 could be generated depending on whether the cars were being
pulled or bunched up. Coupler to coupler signaling through
conductive couplers would work well since compressed couplers could
be designed to provide no signal or a different type of signal
while stretched couplers provide signals that the couplers have
been pulled tight.
[0442] Car Creaking and Groan Sound Effects:
[0443] 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 and whip and/or from the output of any
on-board accelerometers or motion detectors. These sounds would
also change during Doppler and progressive Doppler operations.
[0444] Reverb and Echo:
[0445] These are sound effects that apply to both locomotives and
cars. Echo is apparent in area where there are reflecting surfaces
a long distance away such as mountains, canyons, etc. while reverb
applies more in the city with buildings around or in tunnels and
cuts. The same command that applies to these features to Loco
Quantum would 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.
[0446] Car Serial Number Selection:
[0447] 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.
[0448] Coupler Operation on Uncoupling Track:
[0449] On-board transceiver(s) could also 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 could be combined with the
magnet to allow uncoupling of either KD type or Quantum type
couplers. This would also free up the air hose under the Quantum
coupler for another purpose other than magnetic uncoupling or at
least would allow it to be more decorative and realistic looking
than the KD design.
[0450] Radio Cab Chatter:
[0451] Car-to-car transmission or bi-directional transmission could
be used to produce simulated radio dialog between the crew in the
locomotive and the caboose crew or other cars that may contain
crews with radios. Stored messages could be maintained in memory in
RQ's and individual appropriate responses to radio communication
could be heard in remotely located cars that are logical to the
type of communication such as reports from the brakemen or
conductor 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.
[0452] Cargo Damage Estimate:
[0453] Acceleration, jerk or whip could allow the uP to determine
how much damage was done to a simulated load. Sound effects, such
as crashing sounds, thumping, bellowing livestock, etc. could be
related to these variables.
[0454] Smell:
[0455] 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.
[0456] Local Positioning System Receiver.
[0457] If a Global Positioning Systems (GPS) can be designed for a
planet, then a smaller system can be designed for smaller spaces;
in particular, for the model train layout. If such a system was
installed, then each car or locomotive would know its precise
location on the track system. This information can be relayed back
to the controller to show 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.
[0458] On-board Battery Back-up.
[0459] 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 of
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 use
rechargeable battery technology to make these devices.
[0460] State Dependent RC Operation:
[0461] 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 our
U.S. Pat. No. 4,914,431 and U.S. Pat. No. 5,448,142.
[0462] Expandable System:
[0463] This includes motor drives, additional lighting, solenoid
drives, UART, serial ports, etc. to remote uP based accessory
boards, etc.
[0464] Downloadable Sounds and Software:
[0465] Software and sound records could be downloaded via the
systems serial ports, down the track using DCC or other
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. Special program
apparatus may allow increased data transmission rate with less
electrical noise than downloading information on the layout.
[0466] Take Control:
[0467] Many features are automatic and occur as dependent state
features. That is, the features or sounds may be activated by the
state of the locomotive such as directional lighting. 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, we call this a "take control feature". For
instance, brake squeal may sound automatically when ever RQ or LQ
remote objects slowed 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 can be restored. 1) A command could
be sent restoring all or 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
might revert to automatic after entering Neutral. 3) Automatic
behavior of some or all take control features might be restored
when using other commands, such as the locomotive start command
where it would make sense that a locomotive begin with all
automatic behaviors. 4) Automatic behavior for analog might occur
with an interruption of the track power.
[0468] The electronics would also help to give the car weight. It
might 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.
[0469] Rolling Quantum
[0470] FIG. 35 shows a block diagram of a Rolling Quantum system.
The car is represented by it trucks, 3503, and 3504, and the
coupler/coupler-pocket assemblies, 3501 and 3502. Heavy connecting
lines in this drawing represent multiple signals and arrows on
lines represent direction of communication between elements.
Connections to the track are shown as double arrows, 3506 and 3507,
which represent both power connections and signal transmission from
Rolling Quantum to the track, and from the track to Rolling Quantum
(here after called "RQ"). Common track power/signal bus from all
electrical pickups is shown as line, 3505, which is also applied to
car-to-car, connectors, 3508, and 3509. Although these connectors
are shown as distinct from other apparatus, they could be combined
with the coupler assemblies, 3501, and 3502, which would allow
automatic car-to-car power connections when cars are coupled
together. Track Power is connected to the 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. The optional battery
backup, 3511, can provide continuous power through interruptions in
track voltage and can provide power to a low power clock IC to
provide continuous real or fast time information. To prevent
unneeded battery discharge, battery backup, 3511, could contain
circuitry to automatically disconnect from the power supply after a
predetermined time period after track power has been removed. In
addition, Battery Backup, 3511, can also be controlled by
microprocessor, 3512. The microprocessor, could also command the
battery backup to disconnect from the power supply 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.
[0471] A simple two-stage power supply that is being used in Loco
Quantum is shown in FIG. 40, which would also be applicable to
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 through 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 C1 must accept 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, which
includes RAM, ROM, LTM, motor drives, battery back up charging and
shut down circuitry, and all other components requiring electronic
power in FIG. 39. These components are represented by box 4006.
[0472] 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 and SW4, would be opened by
default to limit the current through resistors R1 and R2 until near
full charge is obtained. SW3 and SW4 can also be independently and
rapidly turned on and off via microprocessor to better control the
charge rate. SW3 and SW4 may be simple relays or most likely would
be electronic pass devices such as bi-polar transistors or FETS.
The latter has the advantage that inrush current can be limited by
IDS. SW1 and SW2 can 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 currently limiting resistor connected across this
single switch.
[0473] The power supply circuit in FIG. 40 is design to provide
stable voltage for DCC where the track voltage is constant at a
high value (14 to 40 volts depending on scale and power supply) and
for Analog where the truck voltage can 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 through D4 can be schottky types which have forward
turn-on voltages that are usually 0.3 volts less than n-p diodes
and the +5, and +3.3 volt regulators, 4003 and 4004, can be low
drop out (LDO) types. In addition, after power up, the two
switches, SW3 and SW4, can short out the R1 and R2 resistors, to
maintain the highest charge on C1 and C2 and minimize ripple.
[0474] A number of issues and methods regarding connecting power
from car to car are shown in FIG. 41 through FIG. 53. For railcars
that use knuckle couplers it would be advantageous to use the
couplers to connect power between cars. FIG. 41 shows the dotted
outline of a rail car, 4100, mounted on three-rail consisting of
outside rails, 4101, 4102, and center rail, 4103. Three-rail
operation usually has both outside rails electrically connected
together with power applied between the center rail and these two
outside rails. The center rail is shown in red and the two outside
rails are shown in green to denote that these conductors are at
different electrical potentials. Power pickups for locomotives or
rolling stock are done through the wheels, 4104, to connect to the
outside rails and through rollers, 4105, to connect to the center
rail. Usually the outside rail is connected directly to the railcar
chassis through the conductive truck assembly, 4106, and mounting
studs, 4107. Because there are usually many wheels making contact
to the outside rails (8 in this example) and much less for the
center rail (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 when a number of such cars are coupled
together, electrical connections, 4109, are shown from the center
rail rollers to the conductive couplers, 4110, which are insulated
from the outside rails.
[0475] Two-rail model train operation applies power between the two
rails as indicated in FIG. 42, where one rail, 4200, is shown in
red and the other rail, 4203, is shown in green. Two rail trucks,
usually use the wheels on one side for pickup while wheels on the
other side are insulated. In FIG. 42, the insulated wheels are
shown in silver while conductive wheels are shown at the same
potential as the rails they contact. Hence wheels, 4204, and axles
4208, are shown in green and wheels 4205 and axles 4209, are shown
in red. Power is transferred to pickup assemblies, 4206 and 4207
through conductive fingers that ride on the axles. In an attempt to
conduct power from one car to another, wires 4212 and 4213, are
shown connecting power line from each truck to adjacent conductive
coupler assemblies, 4210 and 4211. In this example, coupler 4210 is
at green potential while coupler 4211 is at red potential.
[0476] This method will, of course, not work since when cars are
coupled together, the potential of each cars connecting coupler
will be opposite and a short circuit will occur. This is evident in
FIG. 43 where coupler 4300 is at red potential and 4301 is at green
potential. It does no good to rotate either car by 180.degree.
since the both the pickup position and the couplers change position
and there will still be a short circuit.
[0477] We could simply choose one of the two rail potentials and
pass it along from car to car such as the common green potential
shown for cars, 4401 and 4402, shown in FIG. 44. This method has
two disadvantages. First of all, 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 red 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 4502 is shown rotated from car 4501.
Since the pickups also rotate, the polarity is changed from green
to red and the adjacent couplers, 4503 and 4504, in the two cars
are shown as having opposite polarity which would create a short
circuit if they connected.
[0478] Connecting both polarities of power from one car to the
other may be easier for some European rail cars that have coupler
dampers, 4602, 4603, 4604, and 4605 on each side of the couplers as
shown in FIG. 46. The dampers provide cushioning during coupling
and can also provide smoother and less damaging train startups and
braking by minimizing the effects of slack action. Here the green
potential is connected to dampers 4602 and 4604 while red potential
is shown connected to 4603 and 4605. There is no electrical
connection shown for couplers 4606 and 4607.
[0479] Two such cars are shown in FIG. 47 where car 4701 and 4702
are shown to have the same potentials for adjacent dampers, 4703
and 4704, and adjacent dampers, 4705 and 4706. If one of the cars
is rotated, both the dampers change sides as well as 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 would work for transferring power
from car to car. In addition, since the couplers are not used for
power connections, they can perhaps be used to send electrical
signals from car to car.
[0480] There are other connection methods to send power from car to
car. For model passenger cars, the coupler could 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 could conduct one polarity while
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 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.
[0481] A new coupler design is shown in FIG. 48. Here the black
areas represent non-conducting material while the green and red
areas represent conducting materials that are electrically
insulated from each other. The knuckle red area, 4801, is connected
electrically to pocket red area, 4802, which are both electrically
connected to the red conducting wire, 4805. The green area, 4803 is
connected electrically to the green area, 4804, which are both
connected to green wire, 4806. The small insulating node, 4807,
prevents the red and green area from accidentally coming into
contact when the knuckle is open and the couplers mate.
[0482] FIG. 49 shows the two couplers connected together while the
two couplers are in tension. Here the red areas, 4903 and 4904,
will connect between the two couplers and so will the green areas,
4905, and 4906, and the green areas, 4907 and 4908. The same pair
of couplers connected together while in compression is shown in
FIG. 50. Here the red knuckle area, 5003 of coupler 5005 is in
electrical contact with the red conductive coupler pocket area,
5002, of coupler 5006. And the red knuckle areas, 5004 of coupler
5006 is in electrical contact with the red conductive coupler
pocket area, 5001, of coupler 5005. The green areas remain in
contact as described in FIG. 49.
[0483] One problem with this design is that the red areas can loose
contact when the couplers are connected but the knuckles are free
moving in the coupler pocket; that is when they are neither in
tension or compression. This is shown in FIG. 51 where the red
areas, 5103 or 5104, are not in contact with each other or with red
coupler pocket areas, 5102 or 5101. This condition is not common
for model trains but can occur when the locomotives are
decelerating slowly and the cars tend to "catch up" with each other
leaving slack in some couplers.
[0484] Another coupler design that helps alleviate this problem is
shown in FIG. 52. The knuckles are shown in the open positions. The
knuckle is made of three elements, red conductor 5201, insulator
5202 and green conductor 5203. The green conductors on the side,
5205 and 5206, remain the same as in FIG. 48. Red conductor
plunger, 5204, is designed to press in to the coupler body if
pushed but will resist this motion by means of a spring internal to
the coupler. When the couplers meet, the plungers, 5204, and 5207,
will be pushed into the coupler bodies by means of the closing
knuckles of the mating couplers. This will result in the closed
couplers shown in FIG. 53. The depressed plungers, 5304 and 5307,
are shown pressing against the red conductive areas, 5308 and 5301
of the coupler's knuckles. Also, green areas of the two couplers,
5303 and 5309, are making electrical contact as well as the green
area on the sides of two couplers. Now, when the couplers are in
tension or compression, the red areas on the knuckles will continue
to make contact to the other coupler through the plungers, 5304 and
5307. If the train load is not so great under compression that it
overcomes the plunger spring force, the green areas, 5303 and 5309,
will continue to make contact even when the train's locomotives are
pushing the cars.
[0485] Although the plungers, 5204 and 5207 in FIG. 52, are shown
extended when the knuckle is open, they could be designed to be
part of the coupler latching mechanism and will automatically
appear when the couplers lock in the closed position.
[0486] One disadvantage of this type of coupler is that there is
less opportunity for trains to exhibit slack action. However, the
plunger spring does not need to be very strong; it is only needed
to ensure electrical contact to the mating coupler's knuckle. If
this spring is weak enough, slack action will be preserved. Also,
the stress gauge described below and shown in FIG. 38, will provide
some longitudinal motion as well. Or the coupler mechanism may be
designed to prevent the plungers, 5204 and 5207, from extending
until a command signals enable them, leaving slack action effects
until the train starts moving. However, the mechanical coupling
between cars can become more reliable from the spring-loaded
plunger preventing slack action. 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
pressed together in compression. 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.
[0487] Conductive couplers like those shown in FIG. 48 and FIG. 52
can now be used to conduct power from both car pickups in each rail
car to both couplers as shown in FIG. 54. Cars facing the same way
can be connected together to provide power from car-to-car as shown
in FIG. 55. However, if one car 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 green knuckles of car 5602 will
contact the red knuckle of car 5601. 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.
[0488] One solution to this problem is to not transfer track power
from car-to-car but to use internal electronic power which is
immune to track polarity. FIG. 57 shows 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, in order to make the discussion
easier. The inrush current limiting circuits made up of 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 uP box in FIG. 57.
The power that is passed on from car to car is the +5 volt supply
and internal ground, 5701.
[0489] This circuit is shown on-board a model rail car in FIG. 58.
In this Figure, the track power from each pickup is connected to
the input to the bridge rectifier at 5801 and 5802. In this case,
the internal ground, 5803, is connected to the green conductors on
both couplers, while the T connection of switch SW1 is connected to
one coupler's red conductor and the T connection of switch SW2 is
connected to other coupler's red conductor. It would make no
difference if this car was turned 180.degree. with respect to other
cars other than the SW1 and SW2 switch connections would exchange
positions. FIG. 59 represents 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 its schematic is labeling. Diode 5901 is now labeled
D2 instead of D1, diode 5902 is now labeled D4 instead of D3, diode
5903 is now labeled D1 instead of D2, diode 5904 is now labeled D3
instead of D4, diode 5907 is now labeled D6 instead of D5, diode
5908 is now labeled D5 instead of D6, switch 5905 is now labeled
SW2 instead of SW1, switch 5906 is now labeled SW1 instead of SW2,
resistor 5909 is now labeled R2 instead of R1, and resistor 5910 is
labeled R1 instead of R2. Otherwise this circuit is functionally
the same as the circuit in car "n-1" or car "n+1".
[0490] Referring to FIG. 57, when SW1 and SW2 are in the T
position, the plus five volt supply is available to any other car
that is electrically connected to the +5 lines, 5702 or 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 can be
detected by microprocessor inputs 5705 or 5706. When data is to be
transmitted to another car, then microprocessor controlled switches
SW1 or SW2 can be switched between the L and T position at
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 would be able to talk
to this last car down the entire length of the train. The switches
SW1 and SW2 are shown as simple single-pole single-throw mechanical
types but are preferably fast pass devices under microprocessor
control to ensure the fastest data rate possible.
[0491] Referring 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 the SW2, then each time it closes, +5 volts are
applied to line 5912 which applies +5 volts to the microprocessor
input, 5913, in car "n" and each time it opens, zero voltage is
applied to 5913. If we consider +5 volts a logic "1" and zero volts
a logic "0", the digital data can be sent from car n-1 to car n at
very rapid rate. If car n wishes to talk to car n+m, then it is
necessary that all intervening cars, n+1 through m-1, must have
both of their switches, SW1 and SW2 in the T position and car M
must have the switch connecting to car m-1 in the L position.
[0492] It is an interesting task to design car-to-car transmission
protocols for trains made up completely of RQ systems. The first
task might be to store the position of each car in 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. It is also important for each car to 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 could determine its direction with respect to the
front of the train. 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 or SW2, should be opened
to listen to up stream messages or down stream messages. The first
command during the calibration and ID protocol would be to send a
track command to open all SW1 and SW2 switches to the listen
position. The locomotive could then send the first message to the
first car announcing that is the locomotive. The first car would
give itself an ID of 1, and then close both the up steam and down
stream switches and tell the next car it was car 1. This would
inform the locomotive that the message was received and that there
was a car 1. Car 1 would then open both switches and car 2 would
perform the same operation as car 1. The second car would give
itself ID 2, and close both up stream and down stream switches and
tell both car 1 and car 3 that is was car 2. This would inform car
1 that the message was received and that there was a car 2. It
would then open both switches and car 3 would perform the same
operation as car 2. This procedure would continue until all cars
had given themselves consecutive ID numbers. When the last car did
not get a response from the next car with its ID number, the last
car would know that the end of the train had been reached and how
many cars were in the train. It could then send this message back
up stream to the locomotive. At this point all switches would be in
the closed position except the first car switch connected to the
locomotive. This would allow 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 could
be continually sent down stream from one car to the next to keep
the channels open. This would mean that every up steam switch was
in the L position and every down stream switch was continually
sending data. If a car wanted to send a message up stream, it could
close its up stream switch. The next up stream car would detect a
constant +5 volts on the connecting line and would then change its
switch position to L to receive this message which would then
continue up stream from car to car.
[0493] Once all cars have ID numbers, it would be possible for the
locomotive, caboose, or any car to address any other car with a
message. It would also be possible to know that a car was
unresponsive and maybe has a connection problem. In addition,
simple aftermarket conductive coupler kits could be sold to upgrade
older cars or locomotives that do not have RQ to all allow messages
to be transmitted through these cars. This would only require
replacing the existing coupler and have a wire pair connect the
couplers together. Coupler kits might also include a small
electronics board to allow these older cars to have ID's and to
transmit data. This would not require these cars to have powered
trucks since power can be supplied from up-stream or down-stream
cars that are RQ equipped.
[0494] Central to the Rolling Quantum design in FIG. 35 is the
microprocessor (uP), 3512, the EEPROM, 3513, the read/write Long
Term Memory, 3514, and system expansion, 3515. The uP, is also
connected to sound engine, 3516, which digitally processes sound
records stored in EEPROM, 3513. The uP, 3512, also contains
hardware and/or software to process Analog and Digital Command
Control signals. Since these digital or analog signals are combined
with the applied track voltage on line 3505, they are first
processed by signal conditioner, 3517, to provide signals suitable
for uP 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 uP's
analog-to-digital converters, ADC's, would be 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, can 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 uP to perform this function,
instructions must first be loaded into the uP RAM from the system
EEPROM, 3513, before the EEPROM is erased and rewritten with new
data. Without the advantage of non-volatile on-board ROM, if power
is lost during this process, then all programming would be lost
including how to load new data.
[0495] 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 serial bus
to control other uP or digitally controlled appliances or
accessories and for receiving information back to uP, 3512, from
these items. In addition, the serial ports can allow the EEPROM
(such as flash) to be programmed on-board through an external
connection to a computer.
[0496] The digital sound engine, 3516, provides separate sound
channels allowing polyphonic combinations of the independent sound
records. These sounds can be individually or collectively processed
to add reverb and echo effects, 3518, before being sent to audio
amplifier, 3519, and speaker, 3520. The sound engine is shown as a
separate piece of hardware but might actually be part of the uP or
digital signal processing integrated circuit programming.
[0497] RQ includes bi-directional transceiver, 3521, under uP
control to impress digital or analog signals on line 3505, to apply
bi-directional information directly to the track. Transceiver,
3521, can also receive bi-directional information directly from the
track and condition these signals to be applied to uP, 3512,
inputs.
[0498] The coupler assemblies, 3501 and 3502, are directly under uP
control through lines, 3522 and 3523. If coupler assemblies contain
means for opening and/or closing the couplers, this function can
controlled and monitored directly by the uP as indicated by coupler
drivers, 3524 and 3525 and signal lines, 3522 and 3523. Coupler
assemblies are shown containing Car Transceivers, 3526 and 3527,
which can communicate with stationary Track Transceivers 3528 and
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 passes over a track section with track
transceivers, bi-directional communication can commence between a
track transceiver and the on-board car transceivers whenever these
two transceivers are within sufficient proximity of each other. In
addition, transceivers like, 3526 and 3527, could communicate from
car-to-car, whenever two cars are in sufficient proximity of each
other, such as being coupled together. This would allow
bi-directional communication from car-to-car down the entire length
of the train, including locomotive(s). The car transceivers could
also be designed to detect the distance between them 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.
[0499] A transmitting wand could also be placed under or near car
transceivers, 3526 and 3527, to allow selected cars to be uncoupled
from each other. The car transceivers do not need to be located on
the coupler pockets as shown but do need to be mounted somewhere on
the car to allow transmission to track transceivers and the next
car. It would be convenient for a number of reasons if the car
transceiver could be mounted as part of the coupler assembly. In
particular, the coupler body helps shield the Car Transceiver from
ambient light.
[0500] Car transceivers could also be used as a means to download
new sound records and software to RQ either using track
transceivers or special program apparatus that would communicate
directly to the car transceiver at a higher data rate. Of course,
software sounds could also be downloaded via the track using DCC;
the bi-directional system would be useful for confirmation of
downloaded data. Downloading of data using Type 1, 2 or 3 signaling
could also be used but this is generally too slow for large data
transfer.
[0501] 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 or patents or legal agreement, that 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 generate a random upgrade number and its unlocked
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 code words to try
and find the correct one, Quantum could generate 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 and laborious; either DCC
or Type 3 signaling would be preferred or perhaps direct
programming from an external computer through a Quantum serial port
or special programming apparatus.
[0502] Bi-directional information between the uP to the Car
Transceivers, 3526, and 3527, is through control lines 3530 and
3531. Coupler assemblies could also contain measuring apparatus to
determine drawbar tension and compression and convey this
information directly to the uP through lines 3530 and 3531. There
are many ways to design a compression/tension (strain gauge)
device. A simple unit using an optical source and detector is shown
in FIG. 38. Coupler, 3810, is connected to cylindrical shaft, 3801,
with attached spring stops, 3805 and 3804. Coupler shaft support,
3802, is attached to coupler draft box, 3803, which is mounted to
the car body. The coupler shaft can move horizontally though a
circular hole in keyed coupler shaft support 3802 where groove,
3815, prevents the coupler shaft from turning. This assembly is
evident in FIG. 39, where coupler shaft groove, 3815, is clearly
seen cut into coupler shaft, 3801. The coupler shaft support, 3802,
is shown with projection, 3902, which fits into groove allowing
motion down the length of the coupler shaft but prevents it from
rotating. Note that FIG. 39 also shows rotating mounting studs,
3817 and 3901, above and below to allow the coupler to pivot from
side to side. In FIG. 38, springs, 3813 and 3814, 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, 3801, will move in or out to varying amounts depending
on the horizontal compression or tension force on coupler 3810.
Optical source/detector, 3806, is shown mounted to the bottom
surface of the draft box. Optical source, 3807, is partially
blocked by optical barrier, 3809, which is shown more clearly in
the cross section view below. The optical barrier, 3809, is tapered
so that more light is occluded when the shaft, 3801, moves to the
right and less light is occluded when shaft, 3801, moves to the
left. This affects the amount of light detected by optical
receiver, 3808, which is a monotonic function of the coupler shaft
position. Although optical receivers can be very non-linear, the
functional dependence can be calibrated and curve correction
factors stored in Quantum memory to linearize the receiver output
as function of horizontal position. In addition, the shape of
optical barrier, 3809, could be changed to help linearize the
response. If the side-to-side pivoting motion is excessive, the
optical source/receiver, 3806, might have its source and receiver
at a greater distance from each other to allow more lateral motion
of optical shield, 3809. Or the optical source/receiver, 3806,
could be mounted by bracket to the coupler shaft support, 3802, to
allow the optical source/receiver to move from side to side as well
and stay centrally positioned between the source and the
receiver.
[0503] Note that it is possible to use only one spring in the above
design. However, this spring would need to be attached at both
ends. For instance, if only spring 3814 was used, and spring 3813
was not included, than spring 3814 would need to be attached to
spring stop 3804 and coupler shaft support, 3802. In addition, the
spring constant for 3814 would need to be doubled to equal the
combined force of 3813 and 3814.
[0504] 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, 3801, would move to the right, which would register that
a coupling has occurred (or has been attempted) which could be
accompanied by coupler crash sounds. Conversely, if shaft, 3801,
moved suddenly to the left under tension, this would be accompanied
by a coupler slack action sound. The sound volume for these effects
could be proportional to the amount of compression or tension since
these sounds might occur for a train that is already coupled but
less likely to generate the same degree of motion in shaft 3801. In
any case, the tension/compression response would reasonably model
the prototype behavior.
[0505] Commercial off-the-shelf electronic strain gauges could also
be used as long as they were sensitive enough to register the small
forces in model railroading and small enough to fit into the
coupler draft box, 3803.
[0506] Truck, 3503, in FIG. 35, shows supplying speed information
to speed detector, 3532, which passes this information on to the uP
through line, 3533. Speed information can be obtained through a
drum around one of the truck axles with alternating bands of white
and black stripes (a timing tape) with optical
transmitter/receiver, or a magnet(s) can be attached to a truck
axle or wheel and a Hall Effect device can be used to detect the
presence of the magnetic field as the wheel turns, or a small
stationary generator (or winding) can surround a magnetized axle to
read back EMF that is generated when the axle turns, or any number
of ways.
[0507] Apparatus for detecting from drum and optical
transmitter/receiver is shown in the top down view of a typical
model railroad truck in FIG. 36. For clarity, only the wheels,
3602, 3603, 3604, and 3605, axles, 3606, and 3607, pickup assembly,
3608 and truck pivotal mounting stud, 3613, are shown. Other parts
such as truck side frames and axle supports or bushings are not
shown. The drum, 3609, is mounted on axle, 3606, which turns with
wheels, 3602 and 3604, as the car moves. Optical
transmitter/receiver, 3601, contains lamp, 3610, which directs
light towards the drum, 3609, and detector, 3611, which receives
the reflected light from the drum. When the drum rotates, more
light is reflected from the lighter stripes than the dark stripes,
and this information is sent to uP, 3512, in FIG. 35. The uP can
then determine the cars speed by counting the number of incidences
of light stripes (or dark stripes) over a predetermined time
interval and then calculate the scale speed of the car, based on
the number of stripes on the drum and the scale diameter of wheels,
3602 or 3604. Or if the contrast between stripes is high, the uP,
3512, could accurately determine the time it takes for a single
stripe to pass and calculate the scale speed. This latter method
may not be as accurate but does give faster reports on speed. In
order to achieve higher contrast between light and dark areas of
the drum, it could be constructed as shown in FIG. 37, which shows
an end view of an innovative design. In this case, instead of dark
stripes, there are openings in the drum such as, 3701, over
internal cavities, such as 3702. The interior of each cavity is
colored black to absorb any light that passes through the opening,
3701, in the drum. The outer reflective surfaces, such as 3703 are
made of highly reflective surfaces to increase contrast even
further. Although only four reflective bands are shown in FIG. 37,
there can be any number of bands, depending on the resolution of
the optical transmitter/receiver, 3601.
[0508] The optical transmitter/receiver, 3601, can either be
mounted on the truck or can be mounted under the car body, provided
it can still be close enough to make good optical contact with
drum, 3609. The advantage of mounting under the car body is that no
additional wiring needs to be supplied to the moving truck. The
disadvantage is that the light is not always directed at right
angles to the surface of the drum as the truck rotates around its
center mount, 3613, as car goes around curves.
[0509] FIG. 36, also shows light shield, 3612, mounted on the far
end the truck. This light shield extends vertically up towards the
car chassis and down towards the track. This light shield serves
two purposes: 1) it blocks visual eye contract to the drum, 3609,
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 would be mounted to the truck to allow it to move with
the truck as it pivots on stud, 3613, going around curves.
[0510] Truck, 3503, in FIG. 35 also shows curve detector 3534 with
an optical transceiver reflecting light from reflecting surface,
3535, attached to the truck central pivot mount. As the truck 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 has
rotated, inferring that the car has entered a curve. The curve
detector could also include additional optical receivers to
indicate which direction the truck had rotated and by how many
degrees. Other detection means besides optical could be used to
detect that a truck had rotated.
[0511] The second truck, 3504, could be equipped with a similar
apparatus. Turning information from the two trucks could allow RQ
to determine if the car is in an S-curve or a normal curve and what
radius curve it is on. This could change the sound records used for
squealing flanges since tighter curves would cause a greater
squealing effect. Knowing the degree of truck rotation could also
indicate a derailment and RQ could produce appropriate crashing or
derailment sound effects.
[0512] Brakes, 3538, are shown being controlled by uP, 3512. This
is a bi-directional line with information about the braking
condition being supplied to the uP, such as how much braking is
being applied. Additional information about the amount of braking
can also be deduced by the differences in the tension and
compression readings from the coupler assemblies, 3501 and 3502.
The braking force is applied through drivers, 3539 and 3540,
directly to the trucks 3503 and 3504. There are a number of ways
that brakes can be applied. One way is to use the same apparatus
for detecting speed by back EMF as described above. In this case, a
load resistor could 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 would determine the
amount of braking. The problem with back EMF braking is that it is
only effective at higher speeds. It has much less effect at slow
speeds and has no effect when the car is not moving. An improvement
to this type of braking would be the addition of applying current
to the stationary winding to produce a magnetic force in opposition
to the internal magnet on the axles and thus slow 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.
[0513] 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.
[0514] Other accessories or appliances to RQ include a Grade and
Sway Detector, 3541. This part is shown symbolically as a simple
pendulum, 3542, but can 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 our U.S. Pat. No.
5,267,318, Model Railroad Cattle Car Sound Effects. 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 the time integral and successive
derivatives of speed.
[0515] Generally, information from accessories and appliances are
applied to uP, 3512, inputs, but the uP 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
uP's.
[0516] Another accessory is the Smoke Generator, 3543, which can
produce smoke under uP control. A basic uP controlled smoke unit
for model locomotives was described in our U.S. Pat. No. 5,448,142,
Signaling Techniques for DC Track Powered Model Railroads, where a
uP is used to control the amount of smoke and its duration. The
smoke generator, 3543, is shown with a variety of outputs, 3544,
3545, and 3546, which can be selected by the uP to control smoke
for a number of different effects. For instance, smoke turned on in
3546 could be vented in the vicinity of a truck, such as 3504, to
simulate a hot box or the affects of the brakes being applied for
extended periods, or output 3544, might be applied to a smoke stack
on a caboose, etc. or output 3545 might be vented into the car body
to simulate an on-board fire. The smoke effect could also model
steam exhaust from passenger cars such as steam heaters, and
exhaust smoke from dining cars, etc. Each output could be
controlled for smoke volume and duration and puffs of smoke could
be created by activating each output. All of these effects are
under uP control including the temperature of the heated smoke
vaporizer, which is useful to prevent burnout or damage.
Information is sent back to uP such as temperature and possibly the
amount of smoke reagent (such as oil) remaining in the reservoir.
The amount of smoke can be proportional to any state variable
including speed, amount of braking, the amount of illumination
present, etc.
[0517] Another accessory is the Local Positioning System, (LPS)
3547, shown with receiving antenna, 3548. LPS, 3547, works on the
same principle as the better-known Global Positioning System,
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, RQ, could determine
its location on the layout. This information could be transmitted
back to the central controller, hand held controller, or local
accessories for processing and response. Transmission could be RF,
IR or through the bi-directional transceiver, 3521, or passed from
car-to-car and eventually to the locomotive(s) through
transceivers, 3526 and 3527.
[0518] Positioning information from LPS, 3547, could 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 could allow easier operation of 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. It could also allow easy sorting of rolling
stock in hump yards. The LPS could 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.
[0519] Depending on the bandwidth of the LPS, all train control
commands normally sent down the track could be sent by LPS to all
remote objects including locomotives, trains, rolling stock,
accessories, turnouts, etc. For instance, LPS could also transmit
DCC like commands on an RF or IR carrier directly to the remote
objects. This would be valuable for some garden railroads and
others where the locomotives are battery powered and there is no
communication through the track.
[0520] Another accessory is the atomizer, 3549. This is used to
produce different odors by vaporizing selected chemicals that are
design 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 is under processor control to allow
this accessory to be operated in concert with specific sounds,
lights or the movement of mechanical apparatus.
[0521] Another accessory is the proximity detector, 3550, which is
used to operate some effects whenever it is in the proximity of
some specific transmitting source. This could be an IR, or RF or
other transmitting wand placed by the operator near the proximity
detector to release or apply the brakes on a particular car, or
turn on some lighting effect, or activate a mechanical unloading
operation. It could 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
might be turned on under darker conditions or cattle in stock cars
may become quieter in the dark, etc. In addition, an IR sensor
could 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 to a
Track Transceiver or via bi-directional communication down the
track.
[0522] The last accessory shown is the light controller, 3551,
which under uP control can turn on or off any number of light
sources shown as 3552. Lamps can be anything from incandescent to
multicolored LED types. Lights 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 shown being sent back the uP as well
which could indicate that lights have failed and need to be
replaced.
[0523] New Operating Cars:
[0524] The following is a short-list of where the standard RQ
system could be expanded and/or customized to specific types of
cars.
[0525] Stock Cars:
[0526] Stock cars with reactive animal sounds would not require any
additional mechanical parts. In this case, different sound records
of animal sounds from very contented sounds to excited sounds with
bellowing and kicking or stomping sounds, would be stored in the
on-board ROM. For cars at rest, animals would normally be quite
with occasional contented sounds being played at random with long
periods of silence in between. If the cars were moving at a
constant rate, the animals could be slightly more disturbed but in
general, the sounds would remain contented. However, if the
microprocessor calculated levels of acceleration, jerk or whip from
the speed detector, the animal sounds played would be chosen
accordingly from records displaying higher levels of excitement or
even panic. If a large number of records were available at each of
these different levels of excitement, they would be selected
randomly using an on-board random number generator to prevent
unrealistic repetition. This concept relies heavily on our original
concept of random record or voice selection and motion detection
described in U.S. Pat. No. 5,267,318, Model Railroad Cattle Car
Sound Effects. Additional features 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 at 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 would be a coded horn and or bell
(Type 1 signaling), which could be operated from any power pack
with a reverse switch. In previous products we used a combination
of a bell signal followed by a long horn signal to activate the
station stop scenario operation, which for consistency could be
used here as well. For stock cars, the optional atomizer in RQ
could generate appropriate smells.
[0527] Dummy Locomotives:
[0528] This is considered rolling stock since they are not powered.
However, they do contain a Rolling Quantum system to produce all
the locomotive sounds normally provided in a fully powered Loco
Quantum equipped locomotives. The advantage of having a Rolling
Quantum 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 can
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 can receive information from the lead locomotive
via bi-directional communication or car-to-car communication such
as when the lead locomotive entered Neutral. They could 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. Since these locomotives
are un-powered they could be added to powered conventional
locomotives, without being concerned about speed matching.
[0529] Mechanical Reefer:
[0530] This would also not require additional mechanical apparatus.
It would produce the sound of a diesel motor and generator to
provide the simulated cooling of this type of car. This could
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 could also keep track of the simulated
fuel level and automatically shut down when fuel is completely
consumed.
[0531] Crane Car:
[0532] FIG. 60 is an example of a car that would require additional
apparatus, namely motors and motor controllers to move the boom,
6001, up and down, rotate cab, 6002, and boom, 6001, clockwise and
counter-clockwise, extend the boom, raise and lower the main hook,
6003, raise and lower an optional auxiliary hook (not shown),
extend and lower stabilizers (not shown) plus various lights for
work lights and stop lights, smoke generator for steam locomotive
or diesel exhaust, 6004, and an electromagnet option, 6005, for
picking up ferrous metal parts such as train rail, 6006. Another
appliance could be included to rotate either the main or auxiliary
hooks, which has no counterpart on prototype cranes. Normally, when
a hook 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 or to position the load over the drop area. In
this case, the load is rails, 6006, being picked up from track side
and placed on a flat car, 6007. Since the rails 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 would
normally have had to rotate the suspended rail by hand to make it
parallel with the flatcar body and hold it there while he lowered
the hook, which interferes with the illusion of an independent
miniature world. One way to accomplish this task of rotating the
hook by remote control is shown in FIG. 61. Here a motor, 6102, is
mounted at the end of the boom, and connected to the cable, 6101,
to provide twisting motion to the cable. The twisting force will
extend over the pulley, 6103, causing the suspended hook, 6003, to
rotate. Sending a command to turn the motor shaft, 6104, one way
will cause the cable and hook 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 could also be
extended to the top of the boom just before the pulley, which would
transfer rotational twisting force closer to the hook and provide
better control of the hook rotation. The motor can also be located
within the cab, 6002, along with the other motors and mechanical
apparatus and the motor can be geared down to provide a finer
adjustment of the twisting action. In this case, an extra pulley
would be needed to guide the string from inside the cab to the base
of the boom. In all cases, the maximum amount of twisting could be
controlled to prevent the hook from rotating more than plus or
minus 180 degrees.
[0533] Caboose:
[0534] This car is probably the most interesting of all freight
cars and can require additional apparatus to perform some features
such as a brakeman that leans out of the back porch with a lantern
to signal the engineer, or crewman seen in the cupola that twists
his head from side to side and straight ahead to observe the train,
a crewman that is 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 could be heard such a 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.
[0535] Dump Cars:
[0536] These all require a mechanism to unload their contents. In
the case of a side dump car, the bin needs to be raised and the
side panel needs to open by aid of a motor or solenoid or other
mechanical method. Along with the action, sounds could be played to
model the operation of mechanical and 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.
[0537] Passenger Cars:
[0538] We describe a method of moving silhouettes or animated
passengers moving within passenger cars in U.S. Pat. No. 5,448,142,
Signaling Techniques for DC Track Powered Model Railroads.
Car-to-car communication and/or bi-directional could extend some of
the scenarios described in this patent 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 could
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 could 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 could unfold
within the length of the train including animated romances,
altercations, train robberies, parties, dancing, murder mysteries,
etc. Sounds could be provided for each of these activities with an
outside-the-car or inside-the-car perspective. Inside-the-car
sounds could 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 he hears or
says. Communication systems, like MTH's DCS, that allow real time
sound transmission and/or reception would be useful for this idea.
Also, sound for any scenario could be stored at the controller or
handheld unit and each animated sequence and lighting effect would
then be triggered by a digital or analog command to keep the sound
and sight coordinated. These triggers could 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.
[0539] 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.
[0540] These same principles could also be applied to crewmen in a
caboose or locomotive or work train and any maintenance equipment.
Animation can be accomplished by flat panel displays as described
in the--142 patent or can be mechanical animation.
[0541] Other advantages of Rolling Quantum are operational:
[0542] Progressive Unloading:
[0543] Entire groups of cars could be unloaded automatically all at
once or progressively from car-to-car using the car-to-car or
bi-directional communication system. Progressive unloading could
occur for stopped trains or while the train is moving. For
instance, side dump cars on a stopped train could 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 might 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 could 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 could calculate it position based on its speed and the
length of each car, to know when to dump their load. As each car
dumped, it could communicate this condition to the next car using
car-to-car communication or bi-directional communication on the
track, whereupon the next car would delay its unloading until it
calculated that it was in the correct spot. If the speed was
determined by a timing tape and optical reader, the number of bands
on the timing tape could be counted as a more exact way to
determine distance. The train could be made to stop for each car at
the unloading place via bi-directional or car-to-car communication
for more realistic operation. Of course, a proximity device could
be located at the exact unloading place to do progressive unloading
but the advantage of the above method is that it does not require a
special track device so unloading could occur anywhere desired.
[0544] Progressive Loading:
[0545] Filling any series of freight cars can 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
would 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.
[0546] Cutting Out a Car or Group of Cars:
[0547] One of the advantages of car-to-car communication and train
position ID numbers is that the operator can preprogram which car
or group of cars are to be cut from the train. For instance, ID
numbers can 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 would first result in the last car in the group uncoupling
from the trailing cars in the train. The next uncouple command
would 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 could have been done after the group was pushed onto
a siding. Once the locomotives and its trailing cars had recoupled
to the trailing cars left during the first uncouple operation,
car-to-car communication would 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.
[0548] Hump Yard Operation:
[0549] If cars had their own group ID number, it would be easier to
sort them out at hump yards using a track transceiver. As the first
car passed the track transceiver, it would report the number of
cars in that group and its intended destination. This information
would be sent to the central yard controller and turnouts would be
activated for that group. As the last car in that group passed the
transceiver, its coupler would open to allow that group to move
down the hump to the correct siding.
[0550] Also, if each car knew its real weight and can monitor its
own speed, it would be possible to apply brakes in a way that would
allow a car or group of cars to slow the correct amount to coast to
the right distance onto the siding.
[0551] Loco Quantum:
[0552] Note that all the features described for RQ could also be
applied to LQ. Except for motor drive capability, the differences
are primarily software and appliance operation. All of the features
listed above could be applied to LQ were appropriate for a
locomotive. The following are additional features that would be
suitable for locomotives:
[0553] Locomotive ID Numbers Including A, B and C Type:
[0554] NMRA DCC uses 10,000 ID numbers for locomotives, which is
enough for all four digit cab numbers. However, many helper
locomotives use the alpha keys, A, B, C, and D along with their cab
numbers such as 39A, 69D, etc. This was a common practice with
prototype E and F type locomotives where all locomotives in a
dedicated Consist were given the same number but different alpha
suffixes. For instance, an E unit Consist may consist of a lead
locomotive, 39A, and two helpers, 39B, and 39C. Quantum systems
will include Alpha suffixes in addition to 10,000 cab numbers to
allow giving each locomotive an ID address equal to its
designation.
[0555] In addition, in model railroading, a user might have three
or four locomotives with the same cab numbers because the
manufacturing company only printed one type of cab number. Using
the alpha suffixes would provide a way to separate these
locomotives and still provide a common cab number.
[0556] This works well for Quantum Analog where we can include
codes for the Alpha suffixes but is not applicable for DCC where
the ID protocols are already specified. To extend this feature to
DCC, we might need to include a CV to designate the Alpha suffix
which would require special ID operations and a specialized DCC
command station. These ID's would not be easily accessible to most
commercial DCC products.
[0557] Selecting a Quantum locomotive on the Quantum Dispatcher
Controllers shown in FIG. 80 requires the operator to press the
Select Loco button followed by the locomotive number up to 4
digits, followed by the optional Alpha suffix key, A, B or C and
followed by the enter key. As an aid to determine how many digits
have been selected, the green state light blinks at a progressive
rate as each new number key is pressed. Future train controllers
will have additional Alpha selections and may allow five digit ID
numbers to cover some prototype locomotives that used 5 digit cab
numbers.
[0558] Entering an ID number into a Quantum System from an Analog
Quantum Controller requires the operator to press the Set Loco ID
key followed by the locomotive cab number and optional alpha
suffix, followed by the enter key. This ID number is retained in
on-board non-volatile memory.
[0559] Consist ID Numbers:
[0560] NMRA DCC uses 100 ID numbers for train Consists which is
usually sufficient for a realistic number of Consists that might be
operated on a model train layout. However, there is no reason to
restrict the number of Consist ID numbers; considering the lowering
cost of memory, and to provide consistency with locomotive ID
numbers, this number of Consist numbers should also extend to
10,000. The alpha suffixes can still be used but will have a
different purpose.
[0561] Types of Consists:
[0562] Although NMRA DCC allows consisting locomotives but does not
provide a simple way to break off groups of locomotives within a
consist. There are a number of different Consists used by prototype
railroads: 1) Head-end Consists which can contain any number of
locomotives usually from two to seven; 2) Mid-Train helper Consists
which can include any number of locomotives, usually from one to
five, and 3) Pusher Consists. Another type of Consist we will call
a Break-Away Consist, which is usually from one to five locomotives
which are temporarily used with a Head-end Consist and removed as a
group when they are no longer needed. We designate these four
Consists as type A, B, C and D respectively and use these alpha
suffixes when entering a Consist number.
[0563] Each Consist type has its own unique job to do and has its
own set of enabled operating parameters. Some of the more important
features settings for each Consist type are shown in the table
below.
[0564] Feature Operation of the Different Consist Types:
TABLE-US-00001 Head End Mid Train Pusher Break-Away Consist Consist
Consist Consist Headlight Lead Loco only All disabled All disabled
All disabled. Reverse Disabled on all All disabled On all the All
disabled. Light locos time in End Loco; all others disabled. Front
Lead Loco only All disabled All disabled. All disabled. Coupler
Rear Coupler End Loco only All disabled All disabled. All disabled.
Horn Lead Loco only All disabled All disabled. All disabled. Bell
Lead Loco only All disabled All disabled. All disabled.
[0565] Other features such as dynamic brakes, squealing brakes,
etc. will behave as they do within a Consist type.
[0566] However, feature operations change when the Consist types
are selected with the Consist ID and their alpha suffix; each
consist behaves like a Head-End Consist. That is, the first
locomotive acts like a Lead Helper type and subsequent locomotives
act like Mid Helper types while the last locomotive acts like an
End-Helper type. This allows the Consist types to be moved around
in the yard while the train is made up under hostler operation like
each is a normal Head-End Consist with the operating front coupler
and Headlight and operating rear coupler and Reverse Light. This
allows the different Consist types to have lighting to see during
yard operation and operating couplers to connect to the train as
well as horn and bell sounds for signaling and safety. However,
when the train is made up and the Consist is selected with only the
Consist ID, then all Consist types operate according to their
Consist type specifications as shown in the above table.
[0567] The advantage of having different Consist types is that each
can be selected and operated separately. For instance, if a train
consists of any of these four types of consists, each part can be
selected in turn by a common Consist number and by the alpha suffix
and each Consist type brought up one by one to make up the train.
When the Consist is ready to be operated, the entire train would be
selected by its common Consist number (without any alpha suffix)
and operated as a whole. When the train needs to be broken up, each
part of the Consist can be selected individually and moved to a
siding ready for service on the next train or to locomotive yard to
be broken up into individual locomotives and serviced and/or
stored.
[0568] Making Up Consists:
[0569] A consist can be constructed by selecting each locomotive in
turn and giving each locomotive the common consist number followed
the optional alpha suffix and then program it for the different
helper types which can take a long time. Or a controller can do
this automatically by a simple protocol that sets Consist ID
numbers and Consist types and locomotive helper types in one
expression. For instance, we might key in the following expression
on Quantum Controller using the following operations:
[0570] "Consist 39A Equals Locomotive 3498A plus locomotive 3498B
plus locomotive 5679."
[0571] This would first automatically clear any consists on the
layout connected to the same controller that had the same intended
consist ID. This would prevent any conflict between two trains with
the same Consist ID number. Second, it would set 3498A to a Lead
Helper type, followed by setting its Consist ID to 39A. Third, it
would set 3498B to a Mid Helper type, followed by setting its
Consist ID to 39A. Forth, it would set 5679 to an End Helper type,
followed by setting its Consist ID to 39A.
[0572] Another Consist type within the same Consist might be
expressed as:
[0573] "Consist 39B Equals locomotive 56 plus locomotive 294."
[0574] This would first set locomotive 56 to a Mid Helper, followed
by settings its Consist ID to 39B. Second, it would set 294 to a
Mid Helper, followed by setting its Consist ID to 39B.
[0575] A third Consist type within the same Consist might be
expressed as:
[0576] "Consist 39C equals locomotive 3498 plus locomotive
4589."
[0577] This would first set locomotive 3498 to a Mid Helper
followed by setting its Consist ID to 39C. Second, it would set
4589 to a Pusher type followed by setting its Consist ID to
39C.
[0578] The command to clear all other consists on the layout will
only apply when an A type consist is created. Otherwise, all
subsequent Consist types would clear the previous Consists.
[0579] A fourth Consist type within the same Consist might be
expressed as:
[0580] "Consist 39D equals locomotive 45A plus 45C."
[0581] This would first set locomotive 45A to a Mid-Helper type
followed by settings its Consist ID to 39D. Second, it would set
45C to an End Helper type followed by setting its Consist ID to
39D.
[0582] RTC versus STC
[0583] Most scale model trains do not operate well enough to
satisfy the critical eye of a real train watcher. The problem is
that the prototype locomotives weigh many tons and have a lot of
inertia; they are hard to get going and hard to stop. Some model
railroad products have been introduced to simulate the massive
weight of these locomotives by not allowing the Analog track
voltage or internal DCC speed step commands (based on CV3, CV4,
etc.) to increase or decrease too rapidly. This works fine under
many conditions, but does nothing to correct for the model
locomotive slowing down quickly or stopping because it encounters
tight curves, or has some gear lash problem. A fifty-ton prototype
locomotive that is moving three miles per hour over a turnout does
not come to a sudden halt because it hits a bump in the frog or has
some minor wheel bind; neither should a properly designed model
locomotive stop suddenly over some minor track or locomotive
drive-train condition.
[0584] Speed control was introduced into model railroading in the
70's and maybe the sixties to prevent locomotives from changing
speed from variations in locomotive loading, track voltage, grades,
binding curves, etc. We described the basic concepts of speed
control in our discussion of the advantages of knowing the
locomotives speed in U.S. Pat. No. 5,448,142 (column 17, lines
4-11) and a microprocessor implementation shown in FIG. 13 of said
patent and described in column 22, lines 31-63. FIG. 64 is prior
art of FIG. 13 (without the original reference numbers) of U.S.
Pat. No. 5,448,142 showing a microprocessor implementation for a
sound and train control system. In this drawing, the motor speed is
determined by Analog to Digital Converter (ADC), 6401, that senses
the Back EMF of the motor, 6403, when the motor controller, 6402,
momentarily shuts the power off to the motor. The motor speed from
the ADC, 6401, is then applied to the microprocessor, 6404, which
in turn directs the power to the motor, 6403, by motor controller,
6402. This is a functional block diagram of a common motor feedback
control system. In U.S. Pat. No. 5,448,142, we describe the
advantages of knowing the speed of the motor to maintain a constant
locomotive speed in column 16, line 17 through column 18, line 18.
The pertinent text is as follows:
[0585] "Besides new remote control features, the speed of the
locomotive can be used for many other purposes. The following is a
list of some of the more important applications or uses for motor
speed information: . . . 12. To do speed control of the locomotive
to set it at some constant speed as it moves around the layout
where variations in track voltage or grades or tight curves would
normally cause speed changes. Also, knowing the locomotive speed
will allow the system designer to provide a number of programmed
speeds at different times or gradual start-up or gradual slow-down
effects to simulate locomotive momentum."
[0586] Other examples of motor control and speed measurements are
shown throughout U.S. Pat. No. 5,448,142. In particular, FIG. 65 is
prior art from FIG. 11 of the same patent of the concept of back
EMF speed detector on a DC motor using a pass device, 6501, to shut
off power to the motor, 6502, to allow detector, 6503, to determine
the Back EMF voltage.
[0587] Although speed control has been available in model
railroading, it does not properly simulate the operation of heavy
locomotives. While speed control does prevent a model locomotive
from stopping when it encounters a raised track joint or temporary
binding in the gears or track, it does not realistically simulate
the change in train speed when it encounters a continuous force
from grades or coupling up or uncoupling a large number of cars. A
prototype train's inertia will resist changes in speed, but if the
throttle is not changed, a train climbing a grade or a train
encountering any continuous retarding force will slow down over
time; the model should behave in the same way.
[0588] Under speed control, the model locomotive appears to have
infinite inertia. This doesn't seem at first glance to be too
disastrous since the operator still has control over his
locomotive's throttle. If he wants it to appear to slow down when
it starts climbing a hill or when it couples to some cars he can
control the locomotives behavior with the throttle or with the
throttle momentum features. A problem occurs when he couples a
number of his locomotives together in multiple unit consists. All
locomotives will try to maintain some speed based on the analog
applied track voltage or DCC speed step setting but each locomotive
may have a slightly different idea what this speed should be. For
instance, a lead locomotive in a consist may try to achieve 29.0
SMPH (Scale Miles Per Hour) while a helper locomotive in the same
consist is trying for 29.1 SMPH. The effect is that the helper
tries to push the lead locomotive, which will resist the pushing
since it is trying to remain at a slower speed. As the helper
locomotive draws more and more power from the track (or from an
on-board battery), the lead locomotive draws less and less. This
condition is unstable and will result in the lead locomotive being
completely shut down and the helper running at full power. What is
needed to solve this problem is not just simple speed control, but
speed control that can be modified by how much individual
locomotives are loaded. If the helper locomotive is trying for 29.1
SMPH, but is drawing too much from the track to do so, it should
lower its aspirations slightly to say 29.05 SMPH. Similarly, the
lead locomotive that is being pushed needs less power than it would
normally use for that speed and should understand that a higher
speed is more appropriate, say 29.05 SMPH. Now both locomotives are
fairly well matched in power demands and will pull well
together.
[0589] Another problem with speed control is that it is not
realistic; many operators prefer throttle control. They want to
change the throttle, just like prototype engineers, whenever the
locomotive changes speed from grades or coupling up to cars, etc.
Operators would also like to use the NMRA's DCC CV's that apply to
throttle control (but not speed control) such as V-Start (CV 2),
V-High (CV5) and V-Min (CV 6), as well as manufacturer's speed
curves and user defined throttle curves (CV67-94), Forward Trim and
Reverse Trim (CV 66 and CV 95), etc. This allows users to configure
a myriad of locomotive designs that have different performance to
respond to the throttle in approximately the same way or to
configure locomotives to have more realistic prototype speed
ranges.
[0590] We have invented a novel method of model train locomotive
throttle control called Inertial Control.TM. and Regulated Throttle
Control (RTC).TM.. These methods combine concepts of speed control
with power control to simulate real locomotive inertia. Model
locomotives encountering short term forces like a raised track
joint, brief binding from turnout or curved portions of track or
internal gear binding in the locomotive will maintain their speed;
but when encountering persistent forces from entering a grade or
coupling up to cars, the locomotive will respond by slowly changing
its speed in proportion to these applied forces.
[0591] The QSI Inertial Control and Regulated Throttle Control
[0592] This concept is illustrated in FIG. 66, FIG. 67, and FIG.
68. The locomotive electric motor, 6601, is powered by motor
controller, 6602. The motor rotational speed is measured by
tachometer, 6603. Motor speed is maintained at the requested speed,
6612, by comparing the actual speed, 6606, to this reference and
changing the motor's forcing function through motor controller,
6602, to minimize the difference between actual speed and requested
speed. Actual scale speed is determined from a conversion of the
motor's rotational speed to locomotives linear speed based on the
locomotives gear ratio, wheel size, scale of the locomotive, etc.
by 6604. The motor control system based on these components is very
general. It can represent a standard linear servo feedback system
and use PID (Proportional, Integral, Differential) parameters to
optimize performance. It can be applied to series or parallel
connected universal motors or DC permanent magnet motors, or
stepper motors. The motor forcing function applied by motor
controller, 6602, can be a fixed high-frequency pulse drive circuit
using duty-cycle control with high-rate diodes to maintain motor
current during non-powered periods, or the motor may be controlled
by applying pulses of different pulse widths and/or magnitude based
on other motor control concepts. The motor controller can also
control the motor's direction. The tachometer, 6603, can be based
on optical measurements from a timing tape applied to the motor
shaft or flywheel, or a Hall Effect device that detects the
magnetic field from magnets applied to the motor shaft or flywheel,
or from detectors that are connected to the locomotive's wheels or
drive line or any other apparatus that can derive the locomotive's
or motor's speed or direct voltage measurement of the motors Back
EMF. Some of the components in the motor control loop may be
located at the train's control center instead of on-board the
locomotive. There are many different ways to maintain motor speed
and many different circuits, which are too numerous to mention
here. The point of this illustration is to indicate that the
motor's speed is maintained with respect to a speed reference,
6612, by some motor control means. In addition, the motor speed as
determined from tachometer, 6603, is shown applied to the
microprocessor (uP) to be used in calculations for different
effects such as simulated Doppler shift, Clickity-clack sounds and
other speed based features.
[0593] The magnitude of the motor forcing function is determined
by, FF Detect, 6607. This may or may not be a true measurement of
the power supplied to the motor but is in general a monotonic
function of motor power or torque; in other words, the greater the
power or torque applied to the motor from motor controller, 6602,
the greater the measured value from FF Detect, 6607 and the lower
the power or torque applied to the motor from motor controller,
6602, the lower the measured value from FF Detect, 6607. If the
forcing function is a voltage signal, the power to the motor can be
determined from the instantaneous applied voltage, V.sub.A, and
concurrent motor Back EMF value. For instance, a good measure of
the motor power is: Power=V.sub.A*(V.sub.A-BEMF)/R.sub.M where
R.sub.M is the motor's armature resistance. The Back EMF could be
determined directly by interrupting the applied voltage, V.sub.A,
and directly measuring the BEMF or it could be computed indirectly
based on tachometer, 6603, output 6609 and the motor's generator
specifications. The motor's speed and the applied forcing function
are also useful for other features and model train control and both
outputs are shown supplied to the system's microprocessor through
bi-directional bus lines, 6620 and 6619. For instance, using the
above example of a voltage forcing function, the instantaneous
current, I, in DC type motors can be calculated as:
I=(VA-BEMF)/R.sub.M. This can be used to maintain safe operating
currents for the motor controller and the motor or to act as short
circuit protection.
[0594] The forcing function from motor controller, 6602, could also
be a current source, which would be a useful way of directly
controlling DC-type motor torque. In most cases for model railroad
control, the controlling forcing function is usually pulse width
modulated (PWM) voltage control.
[0595] The basic idea of RTC is to compare a forcing function based
on the throttle input with the actual forcing function applied to
the motor and then change the speed reference slowly in proportion
to this difference. FIG. 67 shows difference amplifier, 6710, with
inputs for the Actual Average Forcing Function, 6722, and the
Requested Forcing Function, 6721. For example, in the case of a
DC-type motor control with voltage pulse width modulated forcing
function, the FF Detect, 6607, in FIG. 66, could simply detect the
current PWM value and the requested FF could be requested PWM.
[0596] To provide inertial control, the speed reference, 6705 in
FIG. 67, is not allowed to change instantaneously; instead it
changes slowly over time. Since the forcing function applied to the
motor can be quite variable depending on the motor control circuit,
the choice of control parameters and the variations of load on the
motor, the detected forcing function can be averaged, filtered, or
modified to provide a more steady slower changing evaluation of the
actual forcing function. In some cases, this averaging is not
necessary. The moving averaging or filtering operation is shown by
FF Moving Average, 6608 and the output, 6622 in FIG. 66, from this
operation is designated as <FF.sub.A> where "FF" means
"Forcing Function", where "A" subscript means "Actual" and the
brackets "< >" indicate the result has been averaged or
modified.
[0597] The output of the difference amplifier, 6710 in FIG. 67,
will then cause the speed reference, 6705, to increase, decrease or
remain the same in order to change the forcing function to the
motor that will result in a smaller difference between the Actual
Average Forcing Function <FF.sub.A>, and the Requested
Forcing Function, FF.sub.R. Speed Reference Controller, 6711,
controls the direction of change and the rate with which the speed
reference is changed. If the Actual Average Forcing Function,
<FF.sub.A>, 6722, is greater than the Requested Forcing
Function, FF.sub.R, 6721, then the speed reference, 6705, is
decreased. If the Actual Average Forcing Function,
<FF.sub.A>, is less than the Requested Forcing Function,
FF.sub.R, then the speed reference, 6705, is increased. And if
Actual Forcing Function, <FF.sub.A>, is equal to the
Requested Forcing Function, FF.sub.R, then the speed reference,
6705, is not changed.
[0598] If the rate of change to the speed reference, 6705, is slow,
the locomotive will accelerate or decelerate slowly to its new
steady state speed, which will be the correct speed necessary to
minimize the difference between the new Requested Forcing Function
and the Actual Average Forcing Function. We call this technique
"Inertial Control". If the locomotive encounters a grade, the speed
control will quickly react to maintain the speed specified by the
speed reference, 6705. If it were an uphill grade, the motor
forcing function will quickly increase to apply more power to the
motor to maintain the locomotive's current momentum. This would
result in the output from, 6711, slowly decreasing the speed
reference, 6705, which would in turn decrease the motor forcing
function slowly over time to a new steady-state value that again
minimizes the difference between the actual and requested forcing
function values.
[0599] This slow speed change in the speed reference represents the
inertia one would expect from heavy locomotives and could be
adjusted to simulate the prototype inertia of individual locomotive
models. However, we have found it more practical to optimize the
averaging of the forcing function, 6608, in FIG. 66 averaging of
speed measurements from Tachometer, 6603, motor-control PID
parameters and the rate and amount of changes to the speed
reference from 6711 in FIG. 67, and gain of difference amplifier,
6710, to achieve the best transient performance of model
locomotives during acceleration and deceleration. We call this
resulting simulated inertia "Intrinsic Inertia" which should be as
small as the fastest prototype locomotive that will be modeled.
[0600] The Requested Forcing Function applied to the input of the
difference amplifier, 6710 in FIG. 67, is a function of the
throttle setting made by the user. In FIG. 68, the output of the
throttle, 6815, is the target throttle setting, THL, 6815, which is
applied to the Train Inertia Controller, 6813, which delays and
modifies changes in the target throttle setting, THL, to generate
the effective throttle setting, thl, 6816. Over time, the effective
throttle setting approaches the target throttle setting. The amount
of delay is dependent on the inertia algorithm or circuitry in the
Train Inertia Controller, 6813, and the Inertia Settings, 6817,
provided by the user through User Input, 6818. The slower
deceleration or acceleration provided by the Train Inertia
Controller, could also be implemented in the Speed Reference
Controller by adjusting its rate of changing the speed reference.
However, as we discussed above, the Speed Reference Controller,
6711 in FIG. 67, is part of a control feedback system; it is
sometimes advisable to not interfere with its optimized behavior.
In addition, a separate Train Inertia Controller, like 6813 in FIG.
68, can use the same method of controlling momentum specified by
the NMRA speed step control through their configuration variables,
CV3, 4, 23 and 24.
[0601] The throttle setting, 6812, is applied directly to the FF
Versus Throttle Setting Function controller, 6814, which can be
adjusted to modify the effective throttle value, thl, 6816, to
produce a suitable Requested Forcing Function, 6821, that is
applied to the difference amplifier, 6710 in FIG. 67. For example,
it might be better to provide finer user control over the Requested
Forcing Function, 6821 in FIG. 68, by reducing the slope between
the effective throttle, 6816, and Requested Forcing Function, 6821,
at low throttle settings and increasing the slope between 6816 and
output 6821 at mid and high effective throttle settings.
[0602] The diagrams in FIGS. 66, 67 and 68 are intended to
represent either an analog method or a digital method. Although the
use of difference amplifiers, voltage sources representing throttle
settings, and the like infer an analog method, this system can be
easily implemented in a microprocessor or converted to silicon
hardware such as an FPGA or Application Specific Integrated Circuit
(ASIC). In a microprocessor implementation, the input to the motor
controller, 6602 in FIG. 66, would be digital and the calculation
of the difference between the Actual Speed and the Requested Speed
would be done digitally. The motor forcing function might be
accomplished through an electronic pass device in series with a
voltage source or, if directional changes were required, an active
bridge circuit or relays could be used. Any pass devices or relays
would be under the control of the microprocessor. The Motor
Tachometer, 6603, could be an Analog to Digital Converter (ADC)
connected directly to the motor to measure Back EMF during motor
shut down measurement periods, or it could be a separate digital
tachometer with digital output directly to the microprocessor,
6620. The speed reference, 6612, would be a digital value stored in
microprocessor memory, which could be incremented, decremented or
unchanged by the algorithm representing the Speed Reference
Controller, 6711 in FIG. 67. The Forcing Function Detect, 6607 in
FIG. 66, may simply use digital information supplied by the motor
controller, 6602, or it may use ADC's to measure the actual
waveforms applied to the motor and analyze these waveforms in the
microprocessor to determine an appropriate FF Detect value or
digital information and forcing function waveform analysis can be
supplied directly to the microprocessor as shown by 6619. Averaging
or modification of the Forcing Function is easily accomplished by a
microprocessor or this information can be supplied by separate
averaging apparatus, 6608, or raw digital data through bus line,
6619. Other functions such as the Conversion From Motor Speed to
Loco Speed, 6604, is easily accomplished within the microprocessor
by calculations based on stored motor parameters, gear ratios,
model wheel size, etc. and the motor speed input. The throttle
setting can be determined by digitizing the track voltage for
analog control or decoding the digital speed commands from DCC
controllers. With the proliferation of extended feature
microprocessors, almost all the functions described in FIG. 66 can
be incorporated into the microprocessor.
[0603] Labored Sounds
[0604] We generate labored sounds under RTC based on how hard the
model locomotive appears to be working. Some model train sound
systems base their labored sounds on how much power the locomotive
is using. However, real loading in a model locomotive presents a
problem with our RTC motor control circuit since power to the motor
is adjusted by our Inertial Control algorithm or circuitry to
maintain momentum. If labored sounds were directly proportional to
the real power demands of the model locomotive's electric motor,
these sound effects could be inconsistent with the perceived
operation of the locomotive by the user. For instance, if the
locomotive approaches a grade and the throttle is not changed, the
RTC algorithm will slow the locomotive down gradually; the
perception by the user is that the train should be using the same
power or less power. However, the RTC algorithm is applying more
power to the locomotive's motor to maintain the simulated momentum
of the train as it decelerates slowly climbing the grade. Without
RTC, the model locomotive and train would slow or stop almost
immediately as it starts to climb. Thus, the RTC algorithm is
actually supplying more power to maintain the train's momentum when
it starts climbing the grade. If the labored sound effects produced
by the sound system were proportional to the real motor power, then
under RTC, the user would hear labored sounds as the locomotive
slows down on the grade.
[0605] To solve this problem, we generate labored sounds based on
simulated loading rather than on real power demands from the motor.
One aspect of the simulated labored sounds is simply based on
steady-state operation of the locomotive from the throttle setting,
6815 in FIG. 68. The higher the throttle setting, the higher the
labored sounds. This is called "Steady State Labored Sound". The
other aspect of simulated labored sounds is proportional to the
difference between the user throttle setting or target throttle,
THL, 6815, and the delayed effective throttle value, thl, 6816,
that is applied to the FF Versus Throttle Setting Function
controller, 6814. This is called "Transient Labored Sound".
[0606] Under steady state conditions, thl and THL are equal and the
labored sound is simply a function of their value. However, it the
throttle is increased quickly, the target throttle value, THL, is
initially much greater than the delayed effective throttle value,
thl, which results in higher values of simulated locomotive labor
sounds in our Sound-of-Power algorithm. As the thl value approaches
the THL value, under the control of the Train Inertia Controller,
6813, and the Train Inertial Settings, 6817, the Sound-of-Power
algorithm progressively reduces the labored sounds until finally
when thl equals THL, they are consistent with the expected
steady-state labored sounds for that throttle setting. On the other
hand, if the locomotive is moving at some steady-state throttle
setting, and the target throttle value, THL, is suddenly reduced
below thl, then the Sound-of-Power algorithm will quickly reduce
the labored sounds. As the thl value approaches the THL value,
under the control of the Inertia Controller, 6813, and the Train
Inertial Settings, 6817, the Sound-of-Power algorithm progressively
increases the labored sounds until finally when thl equals THL,
they are consist with the expected steady-state labored sounds for
that throttle setting. Other Sound-of-Power labored sound
techniques can be employed as well. For example, we might reduce
steam loco chuffing (steam exhaust sounds) to zero or a very low
value when THL is suddenly reduced below thl until finally when thl
is within some specified range of THL, labored sounds increase to a
value consistent with the expected steady-state labored sounds for
that throttle setting.
[0607] The above Train Inertia and Labored Sound concepts can also
be applied to Standard Throttle Control (STC). In this case, the
output, 6821, is applied directly to a power amplifier that applies
the requested forcing function directly to the motor. In other
words, STC, is simple motor power control based on the user
throttle input but with the addition of Train Inertia Controller,
6813, and labored sounds effects based on the steady-state value of
thl, 6816, and transient values of the difference between thl,
6816, and THL, 6815.
[0608] More on Signal Types
[0609] Our simple Type 1 commands take advantage of the reverse
switch on most common U.S. designed DC power packs to reverse the
polarity for simple horn, bell and programming operations. However,
many European analog power packs do not use a reverse switch to
change track polarity. Instead, the reversing operation is combined
with the throttle. These throttles have a center-off position where
no power is applied to the track. If the throttle is moved away
from this position in one direction, positive DC track voltage is
applied in amounts proportional to the throttle position. If the
throttle is moved in the opposite direction from the center-off
position, negative voltage is applied to the track in amounts
proportional to the throttle position. It is impractical to use
this type of throttle to do remote control polarity reversals; the
on-board sound system can lose power and sound effects if the
throttle is moved through the center-off position too slowly and it
is problematic to return the throttle to the same setting after a
polarity reversal.
[0610] In any case, once the operator has graduated to using
digital commands for analog feature operation, such as those
available with an add-on analog controller like the MBA shown in
FIG. 13, there is no need for a reversing switch for remote control
operation; either U.S.A. or European DC power packs can be used.
Once a commitment has been made to use an add-on controller, or a
newly designed analog power pack with digital commands, there are
more choices for remote control signaling. Although new power packs
have the advantage of fewer limitations in how remote control
signals are implemented, most users would prefer to add on a simple
controller that provided the extra functions. Type 2 and Type 3
signaling has the advantage of providing advanced analog control
for any kind of DC power pack. However, if there is an external
source of power available on the power pack such as an AC or DC
accessory power output, there are other types of remote control
signaling that can be employed, some of which may have advantages
over using DC polarity reversals. These alternative methods are
discussed below.
[0611] Type 5 Signaling:
[0612] If AC accessory power is available in a power pack, the
simplest remote control method would be to interrupt the normal DC
track power and replace it with AC accessory power as shown in FIG.
69. Here the normal DC signal track voltage is indicated by line,
6901, which could represent a filtered steady-state pure DC voltage
or could represent the envelope of the DC pulse drive output from
the power pack or could represent the average voltage of any kind
of DC output waveform. At time t1, the AC remote control signal,
6902, replaces the DC track voltage waveform until time t2, where
the DC track voltage, 6903, returns. The interruption of the DC
track voltage and the start of the AC remote control signal is
shown at precisely a zero crossing of the AC waveform. This is not
necessary to use AC for simple remote control; the most general
case is shown in FIG. 70, where the AC waveform, 7001, is shown
starting and ending at arbitrary phase angle positions.
[0613] A simple two-button controller using a relay is shown in
FIG. 80. The power pack, 8001, is shown with both a variable DC
track voltage output, 8003, and a fixed AC accessory output, 8002.
The double-pole double-throw relay, 8004, is shown under
microprocessor control, 8006, through relay driver, 8005, to select
whether fixed AC or variable DC is applied to the track. The horn
button, 8007, and bell button, 8008, represent user input switches
that affect the application and duration of the applied AC remote
control signal.
[0614] For most applications, the AC waveform would be standard
U.S. 60 hertz or European 50 hertz sine waves (henceforth referred
to as "50/60 hertz" meaning either a 50 or a 60 hertz signal).
However, this invention is not limited to any specified AC signal;
any AC waveform could be used. The remote control concept consists
of differentiating the presence of a bi-polar signal on the track
from the normal DC track voltage. Another method would be to add AC
to the existing DC signal, which would not require AC excursions
into the opposite polarity. However, many DC power packs use duty
cycle control of waveforms derived from full wave rectified
50/60-hertz power. Adding low-level AC signaling to these waveforms
may not be easily detectable. Higher frequency AC modulation of the
low frequency 50/60 hertz DC would, in principle, be easier to
detect but more expensive to produce.
[0615] One problem with using AC accessory voltage as a remote
control signal is that it would likely be higher or at least
different than the normal applied track voltage. Type 1, Type 2 and
Type 3 signaling have the advantage of producing the exact same
voltage on the track when the remote control signal is sent. Since
the on-board Quantum system uses a full wave bridge rectifier to
produce on-board power, there is no issue that the remote control
AC voltage excursions into the opposite polarity will negatively
affect on-board power. However, the magnitude will affect the total
power available to the motor. One solution is to duty cycle
modulate the remote control AC waveform to produce a voltage that
is equivalent to the applied DC track voltage. This is shown in
FIG. 71 where the AC voltage waveform, 7101, is phase shifted to
produce a lower voltage to better match the DC track voltage. This
is not completely satisfactory since the on-board available motor
power from such an AC remote control voltage is affected by a
number of issues. If the peak AC voltage is higher than the peak DC
track voltage, any on-board filter capacitor will produce a higher
average voltage to the motor, even though the average track voltage
remains the same. Also, since the motor current is approximately
the difference between the applied voltage and the motor's back EMF
divided by the armature resistance, the speed of the train will
affect how much the motor power is changed when the AC remote
control signal, 7101, is applied to the track. One way to avoid
this problem is to use AC square waves of the same magnitude as the
applied voltage. Or an alternate method might be to simply clip the
applied sine wave at the same peak voltage as the applied track
voltage. This is shown in FIG. 81 where the AC waveform, 8101,
shows where each AC lobe in FIG. 69, has been limited to the same
peak voltage as the applied track voltage, 8102. Note that this
method uses the same principles as described for Type 1 signaling
except that the polarity reversals are occurring at a 50/60 hertz
rate.
[0616] Another problem with using AC for remote control is that it
changes the analog DC voltage on the track that determines the
locomotives throttle setting. If the on-board algorithm determines
the throttle speed by the DC value, then AC would be registered as
a zero throttle setting. On the other hand, if the voltage
detection were polarity independent, then the throttle setting
would be changed to whatever the value of the AC voltage, which is
probably higher than the DC track voltage but might be less
depending on the AC voltage source used for remote control.
[0617] Another way to avoid a change in train speed whenever AC
remote control signals are sent is to employ on-board speed
control. Software or hardware would be used to direct the motor
speed control circuitry to maintain the same speed whenever AC
remote control signals were detected. Also, if the locomotive had
inertia effects such as those described for RTC in this patent,
there could be enough time to allow AC signals to be sent without
apparent change in the train's speed. Either of these speed control
methods seem to be the best and least expensive solution since they
do not require adding circuitry to the AC remote control signal
generator.
[0618] In a similar manner to using polarity reversals of DC power
at different time intervals, the duration of the applied AC remote
control signal could control different effects. For instance, a
very short application of AC could result in toggling the bell, a
slightly longer duration could trigger a horn or whistle hoot,
while a long duration could continually blow the horn or whistle. A
simple two-button controller design to apply an AC remote control
signal is shown in FIG. 80. Here the horn button, 8007, and bell
button, 8008, could control the time that the AC remote control
signal is applied in the same way similar buttons control the
duration of polarity reversals in FIG. 5. Double-pole double-throw
relay 8004, under control of microprocessor, 8006, through relay
driver, 8005, controls whether AC output, 8002, or variable DC
output, 8003, from typical power pack, 8001, is applied to track,
8011. The amount of time that these two types of signals are
applied are dictated more by the relay operation times than the
detect time of the on-board sound system and hence the timing for
AC signals to operate a bell or a hoot will be about the same as
the time intervals for polarity reversals to do these same
functions. These same AC remote control signals could be used to
program the on-board sound system in a similar manner to how it was
accomplished with polarity reversals. Optional AC pass device,
8010, under control of microprocessor, 8006, through pass device
controller, 8009, affects how much AC signal is applied to the
track. This device can be used to produce the voltage waveform,
7101, shown in FIG. 71.
[0619] A singular application of a short duration AC signal could
be reserved for toggling a bell and a singular application of
slightly longer duration would trigger a hoot, and any longer
duration could cause the horn or whistle to sound continuously as
long as AC was present. Under these definitions, Type 5 signaling
is similar to using Type 1 signals. It would be natural to extend
Type 5 commands in a similar way we extended Type 1 signals to Type
2 digital commands.
[0620] Type 6 Signaling: FIG. 72 shows a series of short
applications of AC remote control signals, 7202, interspersed with
longer applications of AC remote control signals, 7203, replacing
the normal track voltage, 7201. The AC signals are separated by
equal duration applications of DC track voltage, 7204. Once the
digital command is completed, normal DC track voltage, 7208, is
reapplied. We have arbitrarily assigned a logic value of "1" to
short duration AC signals and "0" to longer duration AC signals for
the purposes of illustration; however, any assignment is possible.
This assignment produces the digital word (1, 0, 1, 1, 0, 1, 1, 0).
Based on the above definitions of AC signal durations for hoots and
bell, this series represents a similar pattern to sending out a
series of polarity reversals for hoots and bells in Type 2
signaling. Considering the limitations for relay operation times,
this represents about the same transmission time requirements to
send out an eight-bit digital word using Type 1 signaling. This
type of signaling is called Type 6 signaling.
[0621] FIG. 82 shows extending the two-button controller shown in
FIG. 80 to an MBA Controller design. Added buttons, 8209, allow the
user to control a variety of on-board features besides the horn and
bell button inputs, 8207 and 8208. Additional buttons, 8210 and
8211, allow for selecting different on-board programming options.
Each time any of the control buttons is pressed, microprocessor,
8206, affects relay 8204 through relay driver, 8214, to send out a
series of AC remote control signals of various durations to
transmit digital commands to the remote on-board sound and train
control system on track, 8212. Optional AC pass device, 8215, under
control of microprocessor, 8206, through pass device controller,
8216, affects how much AC signal is applied to the track.
[0622] Type 7 Signaling:
[0623] Type 6 signaling will have the same type of transmission
time limitations as Type 2 signaling. Type 6 AC remote control
signaling can be improved as shown in FIG. 73. Here varying the
time between AC signals is used to generate additional digital data
instead of acting as a separator between AC signals such as the
equal interval DC track voltage intervals, 7204, shown in FIG. 72.
FIG. 73 shows both AC bits represented by AC signals, 7305, 7306,
7307, 7308 and 7309 and DC bits represented by 7301, 7302, 7303,
and 7304. For example, we can designate the long duration AC
signals a logic "0", and short AC signals as logic "1" and
designate the long DC periods a logic "0" and the short DC periods
a logic "1". These designations are arbitrary but do illustrate how
data transmission can be shortened from Type 6 signaling by such a
method. Since we want to return to normal DC track power after
sending a digital command, each command must contain an odd number
of bits. In this example, nine bits are sent. The first
transmission is shown as a "1" start bit for the data packet and is
not part of the data transmitted for the following 8-bit word (1,
0, 1, 1, 0, 1, 1, 0) shown above the wave from. However, if
necessary, all bits can be used for data transmission. This new
type of combining AC and DC signaling is called Type 7
[0624] Just like advanced Type 3 signaling, Type 7 signaling can be
fast enough for most feature operations for model trains. Type 3
signaling produced very reliable results with a 30 ms PRP for a
Logic "1" and a 60 ms PRP for a Logic "0" and we would expect these
same times to apply to Type 7 signaling. At these times an average
8-bit word could be transmitted in 390 ms and worst case (all 0's)
would take 510 ms while best case (all 1's) would take 270 ms.
[0625] Using a logic 1 start bit may have another advantage for
either Type 3 or Type 7 signaling. If some feature were normally
operated with a short AC pulse in Type 7 or a short PRP in Type 3
signaling, we would prefer that this feature not respond to a
digital command using short AC or short DC pulses. In Type 3
signaling, a short PRP and in Type 7 signaling a short AC pulse can
be assigned to toggle the Bell effect. If we delay the bell effect
from turning on for a specified time period, we can ensure that the
bell effect will not respond should other signals follow directly
afterwards. This time delay would be perceived as a problem for
bell operation, since this feature is not expected to turn on
rapidly on the prototype locomotive.
[0626] Type 8 Signaling:
[0627] Another way to use AC signaling is as separator signals for
DC track voltage. This is shown in FIG. 74. Here nine short
applications of AC signals, 7401, are applied between long and
short durations of DC power. In this example, short DC signals,
7402, are designated as a logic "1" while long duration DC signals,
7403, are designated as a logic "0". In this example, the digital
word (1, 0, 1, 1, 0, 1, 1, 0) is transmitted. If relays are used to
interrupt the DC power to apply AC, the amount of time for the AC
applications can be shortened from the 30 ms recommendation
discussed above since only the presence of AC need be detected and
not its accurate duration. At the end of data transmission, normal
track voltage, 7311 in FIG. 73, is reapplied. This is called Type 8
signaling. Type 8 signaling is similar to Type 6 signaling except
that the roles of AC and DC are exchanged.
[0628] Type 9 Signaling:
[0629] FIG. 75 shows combing Polarity Reversal signaling and AC
signaling to produce a faster data rate. Each DC signal is
separated by each AC signal. Each AC signal can transmit one bit
using either a short duration or long duration application of AC
power. However, DC signals can transmit two bits since both the
duration and the polarity can be changed. The following table is an
example of assigning digital values to the two possibilities for AC
and four possibilities for DC signaling.
TABLE-US-00002 Binary Value AC Short Duration 1 Signal AC Long
Duration 0 Signal DC Long Duration 00 Signal DC Short Duration 01
Signal PR DC Long Duration 10 Signal PR DC Short 11 Duration
Signal
[0630] FIG. 75 shows the original DC track voltage, 7501, being
replaced by a series of AC and DC signals. Short duration AC
signals, 7502, 7506, 7508, and 7512 represent digital 1's'' and
long duration AC signals, 7504 and 7510 represent digital "0's". DC
signal 7503, represents the two bit binary value, (1,1), since it
is a short duration DC signal and it is polarity reversed from the
initial track voltage, 7501. The same short duration DC signal,
7505 and 7509, represents a different binary value, (0,1) since it
is not polarity reversed from the initial track voltage, 7501.
Similarly, the two long DC signals, 7507 and 7511 represent the two
different binary values, (1,0) and (0,0) respectively. Once the
transmission is terminated, the track voltage, 7513, returns to its
initial DC value, 7501. In this example, the binary transmission is
the following 16-bit word: (1,1,1,0,0,1,1,1,0,1,0,1,0,0,0,1). This
method is called Type 9 Signaling.
[0631] Type 10 Signaling:
[0632] If an additional attribute can be added to AC signaling,
than a method similar to Type 9 signaling can be employed where the
AC signals represent two or more bits. There are a number of
possibilities to add attributes to the AC signal. A polarity
reversal could be applied but this might be difficult and/or
expensive to control or detect. The idea would be to transmit the
first AC lobe as either positive or negative to distinguish it
further from long and short duration AC applications. The magnitude
of the AC signal could also be changed to add further attributes to
the AC signal. This could either be a change in the peak value or
in the average AC voltage value.
[0633] In FIG. 86, AC voltages can be distinguished by both their
duration and their AC voltage value while DC signals remain
distinguished only by their duration. For this example, the
following digital values were assigned for the AC and DC signal
types.
TABLE-US-00003 Binary Value DC Short Duration Signal 1 DC Long
Duration Signal 0 AC Long Duration Full- 00 voltage Signal AC Short
Duration Full- 01 voltage Signal AC Long Duration 10
Reduced-voltage Signal AC Short Duration 11 Reduced-voltage
Signal
[0634] In this example, AC signals are shown as full voltage sine
waves, such as 8602, 8604, and 8610 or by phase modulated sine
waves, 8606, 8608 and 8612. DC signals are shown as short duration
waveforms, 8603, 8607, and 8611 or long duration waveforms, 8605
and 8609. After transmission is terminated, track voltage 8613
returns to the original track voltage, 8601. For this example, the
17 bit word, (0, 1, 1, 0, 0, 0, 1, 1, 1, 1, 0, 0, 0, 1, 1, 1, 1),
is transmitted in the same time interval as the 16 bit word in FIG.
75 under Type 9 Signaling. This new method is called Type 10
signaling.
[0635] Note that Reduced voltage AC signals show a reduction to one
half by setting phase angle for turn-on half way through each AC
lobe. However, any phase angle can be used or any number of phase
angles can be used to further increase the number of AC attributes
and hence the number of bits, as long as they can be detected.
[0636] Type 11 Signaling:
[0637] Type 9 and Type 10 Signaling can be combined to develop a
faster type of signaling. FIG. 83 shows a digital transmission that
uses AC and DC signals where both the DC and AC signals can
transmit two bits each. The DC transmissions are the same as Type 9
Signaling and the AC signals are the same as Type 10 Signaling.
[0638] In FIG. 83, AC signals can be distinguished by both their
duration and their AC voltage value and DC signals are
distinguished by both their duration and their polarity. For this
example, the following digital values were assigned for the AC and
DC signal types.
TABLE-US-00004 Binary Value AC Long Duration Full- 00 voltage
Signal AC Short Duration Full- 01 voltage Signal AC Long Duration
10 Reduced-voltage Signal AC Short Duration 11 Reduced-voltage
Signal DC Long Duration Signal 00 DC Short Duration Signal 01 DC PR
Long Duration 10 Signal DC PR Short Duration 11 Signal
[0639] In this example, an AC long-duration full-voltage waveform
is shown as 8304, AC short-duration full-voltage waveforms are
shown as 8302, 8308 and 8312, an AC long-duration reduced-voltage
phase-modulated waveform is shown as 8310, and an AC short-duration
reduced voltage phase-modulated waveform is shown as 8306. A DC
long-duration waveform is shown as 8311, DC short-duration
waveforms are shown as 8305 and 8309, a DC polarity-reversed
long-duration waveform is shown as 8307, and a DC polarity-reversed
short-duration waveform is shown as 8303. For this example, the 22
bit word, (0, 1, 1, 1, 0, 0, 0, 1, 1, 1, 1, 0, 0, 1, 0, 1, 1, 0, 0,
0, 0, 1), is transmitted in about the same time interval as the 16
bit word in FIG. 75 under Type 9 Signaling for about a 38% data
rate improvement. This new method is called Type 11 signaling.
[0640] Type 12 Signaling:
[0641] I mentioned changing the peak value of signals as a means to
add additional attributes to AC signals in the above discussion of
Type 10 signaling. A simple circuit that can be used to affect the
peak value of either the applied AC or DC signals is shown in FIG.
84. Relay, 8404, selects either AC or DC signals to be applied to
the track. Diode array, 8418, consisting of diodes D1, D2, D3, and
D4, can be added in series to either the AC or DC signals,
depending on which output is enabled by relay 8404. Single-pole
single-throw relay, 8417, is operated through relay driver, 8416,
by microprocessor, 8413, to either apply this diode array in series
with power pack output or to short this diode array out. If relay,
8417, is closed as shown, the diode array, 8418, is bypassed and
has no effect on the track voltage peak value. If relay 8417 is
open, the diode array will reduce the applied voltage of either
polarity signal by about two diode forward voltage drops
(approximately 1.5 volts). Although only four diodes are shown in
the array, any number can be added to increase or decrease the
voltage insertion lose as long as the remote object on track, 8412,
can detect their insertion affect.
[0642] The affect on a DC output is shown in FIG. 76. Here the drop
in track voltage V.sub.D, represents the voltage insertion loss
from the diode array, 8418, in FIG. 84 when switch 8404, is
selected to apply DC voltage to the track. In this example, long
and short applications of full DC voltage and reduced voltage are
applied to the track. A long duration of either a full voltage or
reduced voltage signal is represent by a logic "0" while a short
duration of either a full-voltage or reduced-voltage signal is
represent by a logic "1". In this example, we have shown
transmission of the digital word, (1, 0, 1, 1, 0, 1, 1, 0) where
the long-duration full-voltage signal is shown as 7607,
long-duration reduced-voltage signals are shown as 7604 and 7610,
short-duration full-voltage signals are shown as 7603, 7605, and
7609 and short-duration reduced-voltage signals are shown as 7602,
7606 and 7608. When transmission of the digital data is finished,
normal track voltage, 7710 in FIG. 77, is reapplied to the track.
An initial "1" start bit was added to allow a full 8-bit word to be
transmitted and have the voltage, 7611, return to its initial
value, 7601. The advantage of Type 12 Signaling of DC track power
is that standard (not electronically equipped) DC powered
locomotives with their motors connected to the track pickups will
not change their direction or their speed appreciably by the
application of this signal. The problem with this method is that it
will more difficult to detect the smaller signals.
[0643] Application of Type 12 Signaling to an AC signal is shown in
FIG. 77. In this example, we have shown transmission of the same
digital word, (1, 0, 1, 1, 0, 1, 1, 0), where a long-duration
full-voltage signal is shown as 7706, long-duration reduced-voltage
signals are shown as 7703 and 7709, short-duration full-voltage
signals are shown as 7702, 7704, and 7708, and short-duration
reduced-voltage signals are shown as 7705 and 7707. In this
example, we have no need for a start bit since there is no change
in the DC voltage, 7710, that had to be returned to normal, when
transmission was ended.
[0644] Type 13 Signaling:
[0645] These two types of signaling can be combined as shown in
FIG. 88, which shows a digital transmission that uses AC and DC
signals where both the DC and AC signals can transmit two bits
each.
[0646] In FIG. 88, AC signals can be distinguished by both their
duration and their AC voltage peak value and DC signals are
distinguished by both their duration and their relative voltage
level to the beginning track voltage, 8801. For this example, the
following digital values were assigned for the AC and DC signal
types.
TABLE-US-00005 Binary Value AC Long Duration Full-voltage 00 Signal
AC Short Duration Full-voltage 01 Signal AC Long Duration Reduced
10 Peak-voltage Signal AC Short Duration Reduced 11 Peak-voltage
Signal DC Long Duration Full-voltage 00 Signal DC Short Duration
Full- 01 voltage Signal DC Long Duration Reduced 10 Peak-voltage
Signal DC Short Duration Reduced 11 Peak-voltage Signal
[0647] In this example, an AC voltage long-duration full-voltage
waveform is shown as 8804, AC short-duration full-voltage waveforms
are shown as 8802, 8808 and 8812, an AC long-duration reduced
peak-voltage phase-modulated waveform is shown as 8810, and an AC
short-duration reduced peak-voltage waveform is shown as 8806. A DC
long-duration full-voltage waveform is shown as 8811, DC
short-duration full-voltage waveforms are shown as 8805 and 8809, a
DC long-duration reduced peak-voltage waveform is shown as 8807,
and a DC short-duration reduced peak-voltage waveform is shown as
8803. For this example, the 22 bit word, (0, 1, 1, 1, 0, 0, 0, 1,
1, 1, 1, 0, 0, 1, 0, 1, 1, 0, 0, 0, 0, 1), is transmitted in about
the same time interval as the 16 bit word in FIG. 75 under Type 9
Signaling for about a 38% data rate improvement. This new method is
called Type 13 signaling.
[0648] Type 14 Signaling:
[0649] U.S. Pat. No. 5,773,939 describes a method to transmit
digital signals at a rate of 100 or 120 bits per second by
controlling the polarity of individual AC 50/60 hertz lobes. When
using this technique on an AC source, it would be necessary to
change the polarity of any lobe on demand, which requires an active
bridge circuit of four pass-devices and associated driver circuits.
A method of modulating each AC lobe to transmit at 50 or 60 bits
per second with only one pass device is shown in FIG. 82. When
relay 8204 is switched to the AC position, and the pass device,
8215 is on, the output changes from the DC output, 8203, to the AC
output, 8202. The resultant track voltage is shown in FIG. 78 where
DC voltage, 7801, is replaced by a series of full-wave sine waves,
7802, before being returned to DC track voltage, 7803, when relay
8204 in FIG. 82 switches back to the DC power pack output. In order
to transmit digital information, we phase modulate one full cycle
of individual sine-wave periods at various times during the AC
transmission as shown in FIG. 79. In this example, a digital "1" is
assigned to a phase modulated sine wave period such as 7902, 7904,
7905, 7907 and 7908. A digital zero is assigned to full cycles of
non-phase modulated sine waves such as 7903, 7906, and 7909. This
will result in the digital word, (1, 0, 1, 1, 0, 1, 1, 0) being
transmitted at a data bit rate equal to the AC frequency. For 50/60
hertz AC source, the baud rate would be 50 or 60 bits per second.
This is considerably faster than previous transmission techniques
described in this patent. This faster rate may require more careful
control of the AC source to start at a zero crossing or other
methods to ensure proper transmission and detection. The time for
an 8-bit word is only 160 ms for 50 hertz AC source and 133 ms for
a 60 hertz AC source. This method is called Type 14 Signaling.
[0650] One of the disadvantages of the method described in U.S.
Pat. No. 5,773,939 was a possible DC offset from digital
transmission, which could cause older Lionel three-rail horn
detectors to blow the on-board horn or toggle the bell. The above
Type 14 Signaling prevents any DC offset from occurring since the
both positive and negative AC lobes for each AC cycle are modulated
equally and would be a good choice for signaling AC trains. Another
concern with two-rail trains is that the polarity can change if a
train passes through a reversing loop, which would invert all AC
lobes. Type 14 Signaling would not change the waveform for
non-phase modulated sine waves but would change the waveform for a
phase modulate waveform. However, this may not be problem since
each modulated lobe comes in pairs, which could be parsed by
looking for successive lobe pairs. One of the advantages of the
lobing method described in patent U.S. Pat. No. 5,773,939, was its
faster baud rate.
[0651] Type 15 Signaling:
[0652] The same circuit shown in FIG. 82, could transmit digital
information at a 100 or 120 data rate by only phase modulating each
lobe. This is shown in FIG. 85 where a phase modulated lobe is
designated as a digital "1" while a full non-phase modulated lobe
is designated as a digital "0". In this example, lobes 8502, 8504,
8505, 8507 and 8508 are representative of 1's while lobes 8503,
8506 and 8509 represent digital 0's. This series of lobes shows the
transmission of the 8-bit digital word, (1, 0, 1, 1, 0, 1, 1, 0) in
only 80 ms for 50 hertz and 66.7 ms for 60 hertz. This method of
digital transmission is called Type 15 signaling. Type 15 signaling
works well for both DC and AC powered trains but since it is AC
signaling, it would be ideal for AC powered two-rail or three-rail
model trains. In the latter case, a relay is not required to switch
from DC or AC, such as relay, 8204, in FIG. 82; only the pass
device, 8215, is necessary to create Type 15 signaling for AC power
trains. It is fast enough that Type 15 could be used for command
control, particularly for home layouts where there are not many
simultaneous operators all trying to operate their trains on the
same powered track sections. In addition, there is no limitation in
Type 14 and Type 15 signaling to 50/60 hertz nor to any particular
type of waveform. Higher frequency AC signals could be used and
square waves could be used instead of sine waves, etc.
[0653] There is, however, an advantage in Type 14 Signaling over
Type 15; it will likely be more reliable. Since model locomotives
and other remote objects can loose electrical contract now and
then, it can affect the AC lobes. We have concluded on experiments
that we have done with AC powered trains on three rail track, the
power interruptions of 1 msecond are common; this could affect
whether a lobe is detected as a one or a zero. The fact that Type
14 signaling is symetric, allows the microprocessor or other
intelligent track voltage detector to determine if one of the two
lobes for a full AC cycle has been compromised by intermittent
electrical contact. Since both lobes in an AC cycle are not likely
to be affected at the same time, the data bit value can be
reconstructed in the microprocessor.
[0654] Best Choice for Analog Digital Command Signaling Methods
[0655] Each of the above signaling methods has advantages and
disadvantages. In a competitive market, the best choice is often
dictated by which method is the least expensive. The main
difficultly with either Type 10 or Type 11 signaling is that they
require a means to invert the DC signal as well as supply AC with
two different voltage values. This usually requires two double-pole
double-throw relays and a pass device or one double-throw
double-pole relay and one full-wave active bridge; this results in
a more expensive design for the transmitter. As discussed earlier
in this patent, relays have a number of advantages over active
devices and except for the need of a single pass device needed for
phase shifting AC lobes, relays would still be the least expensive
choice for a basic MBA such as the Quantum Engineer.
[0656] However, if there is a need for greater transmission
capability, adding a bridge rectifier and a single active bridge
circuit like the circuits shown in FIG. 87, provides many
advantages. For instance, this circuit allows for DC signaling, AC
signaling, and DCC signaling. It can provide both all of the
above-described analog transmission techniques as well as
high-speed digital command control. It can also provide a minimum
track voltage at the lowest throttle setting to maintain power to
the remote object in our Neutral state and can operate standard
locomotives along with advanced Quantum equipped locomotives.
[0657] One problem with our MBA designs shown in FIG. 14 is that
when the throttle, 1413, on power pack, 1412, is turned all the way
down, the voltage to the track is off and all electronics and
sounds in the remote object terminate. We do provide a way for the
operator to maintain sound in Quantum equipped locomotives by
entering a non-moving Neutral state at two or three volts above the
minimum necessary voltage to maintain electronic power. In this
special Neutral state, there is opportunity for the operator to
change polarity for direction changes or to operate features using
Type 1, 2 or 3 Signaling without losing his locomotives electronic
power and the sound. However, entering Neutral can sometimes be
difficult, especially if a voltmeter is not included on the
operator's power pack. Also, with Neutral entered at 8 volts or so,
there is much less throttle range for normal locomotive operation.
For example, many power packs will produce about 8 volts at mid
range, leaving the remaining 50% of the throttle range to operate
the locomotive. We have designed the loco's Quantum system to
provide full power to the motor at 12 volts and above so there is
no loss of locomotive top speed but the physical range of the
throttle is nevertheless reduced to about one half.
[0658] The circuit in FIG. 87 provides a solution. In this circuit
we produce an independent DC source from the AC accessory output on
most power packs and use this for track power. We then monitor the
voltage from the DC throttle output, 8703, to determine the desired
throttle setting and remap these values to our new track power
source to allow full range on the throttle with limited output
range to the track. When the throttle is turned all the way down, a
minimum sustaining voltage is applied to the track to keep the
electronics functioning and when the throttle is turned up, more
and more voltage is applied to the track until at full throttle,
all the available track voltage is applied. The circuit, FIG. 87,
is described in detail as follows;
[0659] AC to DC rectifier, 8719, produces a raw full wave DC
voltage from the power pack's accessory AC output, 8702. This raw
DC voltage is filtered by capacitor, C1, to provide low ripple DC
power to the active bridge circuit 8715. All of the pass devices,
P1, P2, P3 and P4 are under control of the microprocessor, 8706,
through pass device drivers, 8716. The output of the active bridge
is connected to track, 8712. By selecting and pulse driving the
proper pass devices, this circuit can provide DC of either polarity
at specified durations for any of the above DC signaling techniques
and for controlling the amount of voltage applied to the track
through duty cycle regulation to provide variable DC analog voltage
to the locomotive. In addition, AC can be created as a continuous
series of polarity reversals. If the circuit is designed to switch
at NMRA DCC speeds, this circuit can provide NMRA DCC or other fast
signaling as well. The power pack DC throttle output, 8703, is
digitized by Analog to Digital Converter (ADC), 8717, and supplied
to microprocessor, 8706, to monitor the desired throttle setting
and polarity. Most throttle settings on HO power packs range in
magnitude from a minimum of 0 to 2.5 volts and a maximum of 12 to
21 volts and most AC accessory outputs are at a slightly higher
value (about 1.5 volts) than the highest DC throttle output. Once
throttle remapped values are programmed into the MBA and stored in
Long Term Memory (LTM), 8720, the throttle on the power pack can
move from its lowest value to its highest value but the output
track voltage from 8715, will range from the minimum sustaining
voltage necessary to operate the on-board electronics to the
maximum track voltage. This design would also allow users to
program the mapping function between the DC throttle and the track
voltage. He may prefer a linear mapping or he may want more range
at lower voltages or he may want the output to increase rapidly
from the sustaining voltage to V-Start (the voltage where the
locomotive leaves Neutral), or he may want to correct for an
unusual and undesirable output throttle function from his power
pack and/or he may want to limit the maximum voltage that area
applied to the track. An optional electrical load, 8722, is
connected to the output of 8703, to ensure smooth noise reduced
voltage suitable for the digitizer, 8717. Open circuit outputs from
some power packs are unpredictable and may require a resistive load
to ensure correct behavior and may require filter capacitance to
reduce electrical noise. An optional ADC can also be connected to
the AC accessory output to monitor the zero crossing of the AC
signal, AC voltage level and AC peak value. Many of the less
expensive power packs will load down under current draw and this
will affect the throttle voltage. This loading can be monitored
through drops in the AC accessory output and corrections can be
applied within the microprocessor to maintain the desired track
voltage. When operating under DCC, the throttle settings from the
analog DC output, 8703, and digitized by 8717, will be converted by
the microprocessor to command control speed step commands that are
sent down the track via active bridge, 8715, to remote objects with
command control decoders. It will be possible for the operator to
program the mapping between the analog output and the DCC speed
steps to suit his needs. This information can also be stored in
LTM, 8720. In either analog or command control, the desired
locomotive direction can still be set by the power pack's reversing
switching, 8723. Under analog, this will determine the output
polarity from the active bridge, 8715, that is applied to the
track, 8712. For command control, the power pack output polarity
can determine whether a forward or reverse digital command is sent
to a selected locomotive.
[0660] The design in FIG. 87 is no longer a Multi-Button Analog
(MBA) controller but rather a controller capable of sending NMRA
DCC or other command control signals. It is also capable of sending
high-speed digital data directly down the track to download new
sounds or software into the Quantum System or one of the
bi-directional data buses, 8721, can be connected to the Quantum
System or other remote objects to directly receive software and
sounds downloads. This multi-button universal controller will be
called MBU Controller or MBUC.
[0661] The communications port data buses, 8721, may be used to
link the MBUC to other devices, such as a Personal Computer.
Communications protocols may include RS-232, USB, or an Ethernet
device to allow the MBUC to connect to other devices through the
Internet or other devices using Network Protocols.
[0662] One of the data buses, 8721, can be used to link different
DCC controllers, DCC boosters, analog block controllers, or other
devices, together to allow common DCC or analog DC track signals
from all MBU controllers and to prevent data collision from
different cabs sending commands at the same time.
[0663] The basic MBU Controller in FIG. 87 can be extended to
include many new features, such as those shown in FIG. 89. In FIG.
89, a voltage regulator, 8924 has been included to provide a more
stable and controllable DC voltage source from the active bridge
circuit, 8915, to the track. Regulator 8924 may be a linear or
switching type and is shown under microprocessor control, 8936, to
allow programming the output voltage for the different gauge
voltage requirements. Regulator 8924 can be used to control the
analog output voltage along with or instead of duty cycle
modulating the voltage through the active bridge circuit, 8915, and
can be used to compensate for DC power pack throttle voltage drops
from loading on the power pack transformer. In addition, if the
track voltage is monitored by the microprocessor, 8906, through an
ADC, 8930, connected to the track or other method, constant track
voltage can be maintained over different track electrical loading
conditions. This, of course, can also be accomplished by changing
the PWM on the active bridge drive, 8915, but there may be good
reason to maintain a constant peak voltage value on the track to
ensure that all remote object on-board electronic power supplies
have reliable and predicable supply voltage.
[0664] FIG. 89 shows a bi-directional receiver, 8929, that can be
used to receive either the NMRA bi-directional DCC signals, or
analog bi-directional signals described in this patent.
Bi-directional communication also allows for an innovative concept
of pneumatic or mechanical interaction with the operator
illustrated by pneumatic drivers, 8931. Here interactions of the
locomotive as detected on-board the remote object and sent via the
bi-directional system to the microprocessor, 8906, will produce
appropriate mechanical movement of the operators chair or cab,
8932, to simulate the movement of the train. This movement can be
related to the real motion of the model train through accelerators,
inclinometers, or other motion detectors, or the movement of the
operator's environment can be simulated to be appropriate to the
conditions. For instance, if the locomotive was moving over a model
turnout, the actual physical motion may not be significant but
knowing that the train is moving at a certain speed over a
particular kind of turnout can produce physical motion that would
be what is expected from a prototype locomotive moving over a real
turnout. Another example would be the jerk or whip that occurs when
coupling up to a string of cars or moving out with cars coupled to
the locomotive. Model train cars might not be capable of providing
the forces necessary for a realistic pull, jerk or whip, but the
records could be stored of the type of motion that is appropriate
and played through drivers, 8931, when the model train couples up
to or starts out with a load of cars. Information about what the
model locomotive or train is doing can also be conveyed to the MBU
controller through stationary trackside location, proximity and/or
motion detectors, that is conveyed through data busses, 8921, that
in turn becomes motion played through mechanical drivers, 8931 to
the operators cab, 8932.
[0665] Similar to the controller shown in FIG. 87, FIG. 89 shows
that the power pack DC throttle output, 8903, is digitized by
Analog to Digital Converter (ADC), 8917, and supplied to
microprocessor, 8906, to monitor the desired throttle setting and
polarity. An optional electrical load, 8922, is connected to the
output of 8903, to ensure smooth noise reduced voltage suitable for
the digitizer, 8917.
[0666] If a separate reversing switch is added to our MBA and MBU
controllers to do the reversing operation, there is another
valuable feature that can be added to our Quantum equipped
locomotives under DC Analog control. This reverse switch can be any
of the available inputs such as one of inputs, 8909, or could be a
slide or toggle switch that provides the two choices, reverse and
forward, or the three choices of forward, neutral and reverse. The
same switch could be added to any MBA design that is capable of
changing track polarity. Whenever this reverse switch is changed, a
command code is sent out to change the locomotive's direction
state. If the command is to change the locomotives direction, a
polarity reversal is established right after the code is sent. The
horn is not activated since the locomotive's directional state
change had already been made with the direction command. If the
locomotive is moving when the direction change command is sent, the
locomotive slows down to a stop (based on its Load setting), rests
for a moment and then starts up in the opposite direction. If the
locomotive is in Neutral, the locomotives directional sense is
changed immediately; this is an improvement over making directional
changes in the transition state. We call this feature
"Analog-Command-Direction-Control" or "ACDC". One of the big
advantages of this method is even though the polarity is reversed,
PRP commands can be sent during the slow down period. This includes
effects such as braking, horn, bell, etc. If the brake commands are
sent during the slow down process, the locomotive will come to a
complete stop and not move in the opposite direction unless the
brakes are released. If the direction switch is set to Neutral, a
moving locomotive will come to a gradual stop and enter Neutral
even though the track voltage remains above V-Start. If the reverse
switch is moved to either forward or reverse and the throttle is
not changed, the locomotive will accelerate back to its original
speed. Adding a reversing switch to our MBA or MBU units and the
ACDC feature to the locomotive to do this special reversing
operation is an advantage when using these controllers with power
packs that do not have reversing switches.
[0667] FIG. 89 shows a sound system, 8926, connected to
microprocessor, 8906, and outputting sound through speaker or
speakers, 8927. This can be a monophonic or polyphonic speaker
system to generate sounds appropriate for the inside of the cab or
for information. For instance, if air brakes are applied, the sound
of air release could be heard, along with mechanical motion from
drivers, 8931, to simulate the drag from applying a certain degree
of braking. Also, if scale speed is available from the remote
object, an "over speed" cab whistle warning sound could be
generated to alert the operator. If the bi-directional system was
capable of receiving sounds from the remote object or objects,
these sounds could be played in the operators cab. These sounds
could be directly from the on-board sound system or may be from
on-board microphones. The sounds could also be modified to simulate
what an operator would be expected to hear from the inside of the
engineers cab as opposed to the sounds he might hear from outside
the cab. Another addition to bring realism to the model cab
environment is to allow input to the MBU controller microprocessor
and sound system from a real railroad scanner, 8935, that is
picking up radio chatter between engineers, hostlers, dispatchers
and other railroad workers. Other inputs could include pre-canned
communication and dispatch messages, shown here as Opts. Log, 8935
that would be played back when appropriate through the MBU sound
system. Opts log could trigger dispatch messages from stationary
location detectors on the layout, giving orders or asking for
information appropriate for the model train operation or schedule
or generate fault detector messages. In fact, the Opts. Log, 8935,
could be created by the operator or club members to schedule
operation on the model train layout before an operating session
begins. These would be orders that get played at the appropriate
time based on time, scheduled stops and pickups, track conditions,
request for information, etc. to simulate prototype railroad
operation. This would be a particularly welcome addition to model
railroading home layout to provide more interaction and interest
when there is only one operator. This could also be part of a
computer interactive train control and operations environment with
external PC's though communications via data busses, 8921.
[0668] Another use of sound in the MBU is to provide verbal
messages and confirmations during programming. Our Quantum system
responds with verbal sounds during analog and DCC programming which
tells the operator which Analog Options or DCC CV's (Configuration
Variables) are being programmed and what their values are. If we
produce non-sound Quantum DCC and analog DC decoders, we can still
provide verbal responses to what is being programmed and with what
values directly from the MBU sound system. If the locomotive could
provide data feedback, we could use this information to provide
verbal responses in a similar manner to what the Quantum locomotive
does with its on-board sound system. In the case of non-sound DC
and DCC Quantum Decoders, the verbal responses would come from the
controller (like an MBU) rather than the locomotive but the
responses could be the same type providing continuity with Quantum
Sound equipped Locomotives. This communication could come from the
DCC program track directly for DCC operation or it could come from
the main using the same type of current pulse acknowledgements.
Current pulse acknowledgements could also be used for DC
programming feedback information. If other feedback or
bi-directional methods were available, they could be used as well
for this programming operation. Two advantages of verbal responses
for programming are that they eliminate the need for an LCD or
other display screen for this kind of information, and operations
seem to respond well to programming information delivered verbally
rather than visually on a small screen. Even if a handheld throttle
is used, and there is bi-directional communication with the central
controller, verbal responses and other sounds such as cab sounds
could be spoken directly through a speaker in the handheld
controller.
[0669] FIG. 89 shows a general bi-directional wireless receiver,
8933 that can be used for a variety of applications. The radio link
can be with a hand held throttle that the operator can carry with
him to operate his model trains at a remote location. The desired
commands are sent via radio, RF or other transmission to detector
or antenna, 8934, which is conveyed to microprocessor, 8906,
through receiver, 8933, to generate commands via the active bridge
circuit, 8915. The other advantage of a radio or wireless link is
communication with other operators or a central dispatch for train
orders, track conditions, or other operational information. A radio
link can also be used to communicate commands to remote objects
that receive control information from wireless receivers. This is
particularly relevant for outdoor G'Gauge type layouts where
on-board battery power and radio links are often the preferred
method of train control.
[0670] FIG. 89 shows a series of gauges and indicators, 8928, which
monitor conditions of the remote object, the track and the MBU
Controller (MBUC). Two of the most obvious uses are locomotive
speed and air line pressure. Unless the locomotive is under speed
control that is specified via a command from the MBUC, speed
information must be supplied directly by the remote object though
bi-directional communication down the track or via stationary
detectors and local networks in the layout to the MBU via data
busses, 8921. Other useful information would be track voltage and
current, remote object voltage and current, simulated fuel and
water remaining, simulated traction motor current, etc. Each gauge
or indicator could perform multiple functions such as measuring
voltage and current unless brakes are applied whereupon it
registers simulated air-line pressure or locomotive speed.
[0671] A video display is shown in FIG. 89 as 8925, which actually
may include more than one. Video displays allow information to be
displayed such as locomotive ID, consist ID, etc. and could also
show a schematic of the layout and the operators train location
from information generated via the bi-directional system or via
data busses, 8921, from layout detectors. The video screens could
also simulate gauges and indicators or write out this information
as text. In addition, video information from on-board cameras could
be displayed as long as the bi-directional system or wireless
system has sufficient bandwidth. Images could be displayed out the
front windshield and/or side windows or a view back down the train
from the locomotive or videos could be displayed from cameras in
the caboose or from trackside locations.
[0672] Horn, 8907, bell, 8908, and other control buttons, 8909, are
still included on this advanced MBUC, as well as any programming
buttons like 8910 and 8911. The major advantage of an MBUC is that
all of these advanced features are integrated together to simulate
the experience of being in the cab of a real locomotive. The
sights, sounds, motion, gauges, communication, interaction and feel
of the controls all work together to create an illusion of actually
sitting in the model train cab as though it were the real
thing.
[0673] The circuits in FIG. 87 and FIG. 89 make possible other
remote control signals. It would be useful to use the throttle
setting to adjust or program some analog or continuous operations
such as volume settings. Since it is a variable output controlled
from turning a knob, it is a natural means to send down continuous
commands or settings under either analog or digital command
control. In particular, under programming, where the throttle is
not used to control the speed of a train, the throttle output makes
an excellent continuous remote control signal. In analog, the
throttle output voltage could be used directly as a continuously
variable voltage or variable pulse width remote control signal;
which would not require any additional control circuitry.
Electronics in the remote object could be commanded via Type 1 or
Type 2 signaling to accept the throttle input as a remote control
signal variable to continually change some feature value or program
setting. For instance, a Quantum Loco equipped remote object
digitizer could convert this variable track voltage signal to
digital signals to change internal settings or control digital
features such as sound. One problem with using the analog throttle
voltage for remote control operation is that the throttle can be
reduced to zero, which can remove power to the remote object. FIG.
87 and FIG. 89 allow re-mapping the throttle setting, 8703 and
8903, to the track voltage which can prevent the track voltage from
going below the sustaining voltage for the electronics. This allows
the operator to use the throttle over the entire range to make
continuous adjustments of variables in the remote object. For
instance, if this method were used to adjust the individual volumes
in a Quantum Loco equipped locomotive, the throttle could be
reduced to zero to turn the selected individual volume off and
increased to any setting to make the volume louder without ever
reducing the track voltage to the point where Quantum Loco lost
on-board electronic power. Once the volume had been selected, Type
1 or Type 2 signaling could be used to command that this volume
setting be stored in LTM and move on to the next individual volume
setting. Because the throttle may not be in the correct position
for the next volume setting, and because the operator may not want
the next volume setting to be automatically set to this value, we
may change the affect of the variable track voltage remote control
signal to prevent any changes in a volume setting until the
throttle has been moved to a position that is correct for the
current on-board volume setting. In this way, there is no affect on
the volume until the throttle hits the right value and from then
on, all throttle changes affect the volume; in other words, the
operator moves the throttle up or down until he `catches` the right
setting and then can control the feature. This is a very natural
operation and automatically lets the operator know what the current
setting is by the throttle position when the throttle hits the
right spot. We could also indicate the correct throttle setting
with an audible signal like a "beep" or bell ding from the remote
object or via bi-directional feedback to any kind of indicator such
as an LED or LCD output display.
[0674] The use of the throttle as a continuous remote control
signal could apply to any feature that requires a variable setting.
One example is a variable horn or whistle where the sound quality
is affected by a continuous remote control signal. This would allow
the operator to play the horn or whistle like the prototypes, where
the engineer can vary the amount of air or steam in horns or
whistles to control the pitch and volume. Since the throttle is
normally used in moving locomotives to control the speed, a command
would need to be sent to disable or minimize the affect of the
throttle on speed and instead use it to control the horn or
whistle. Again, it would be an advantage to provide some feedback
to the user (such as a beep or ding) that the throttle has been
moved back to its previous setting before returning to normal
throttle operation of the locomotive. In this case, the feedback
can come from the controller since it could have recorded the last
throttle position when the variable horn or whistle feature was
activated. This procedure might occur as follows: the user enables
the variable horn or whistle feature with its feature button that
sends out the command to the remote object. The horn or whistle
sound remains off and is not affected by the throttle until the
throttle is moved to its lowest setting. Now when the throttle is
increased or decreased, the horn or whistle produces sounds in
proportion to the throttle setting. A higher throttle setting
represents higher air pressure or steam pressure. The horn or
whistle shuts off whenever the throttle is reduced to its lowest
setting. The variable horn or whistle feature is disabled by
pressing its feature button a second time, whereupon the throttle
regains control over the trains speed. Since the throttle is
probably in a different position after playing the horn or whistle,
the throttle would need to return to its original position with a
beep or ding feedback to indicate that it has caught the old
position and now has control over the locomotive's speed. In
addition, a standard horn or whistle button could be included to
control a non-variable horn or whistle sound independent of this
feature.
[0675] Separate levers or buttons, 8938, in FIG. 89, could be added
to the MBU controller input to the microprocessor to apply variable
level remote control signal inputs, which could produce variable
analog voltage to the track independent of the throttle to control
the variable horn or whistle operation described above. When these
control buttons or levers are returned to their original off
positions, separate commands are sent to deactivate these variable
feature(s) on the controller and/or the remote object, whereupon
the throttle would automatically regain control of the locomotive
at its current throttle setting. In the case of DCC operation,
these separate controller inputs, 8938, might send completely
separate digital commands independent of the throttle.
[0676] Continuous remote control via the throttle setting can also
be accomplished digitally by mapping the throttle setting to
digital commands sent down the track. This is already described for
sending DCC speed step commands based on the throttle setting.
These same speed steps or other digital signals based on the
throttle could be sent to the remote object to control variable
features such as volume or playing the horn or whistle. Although
there is more latitude in doing this operation with digital
signals, the basic idea of using the variable throttle settings for
variable operation of features is the same.
[0677] Since the active bridge circuit, 8715 or 8915, can supply AC
power, this controller can be a suitable AC power supply for
American Flyer S'Gauge and Lionel AC systems. Although the track,
8712 and 8912 is shown as two-rail, this system can be equally
applied to three-rail track, such as Lionel O-Gauge, Standard
Gauge, Lionel OO'Gauge, and Marklin three-rail HO or any other kind
of conductive track system using AC or DC power. Although AC trains
could be controlled with the circuits shown in FIG. 87 and FIG. 89
using DC power packs, the AC accessory outputs from most power
packs do not have sufficient power output from the AC accessory
lines to control the higher power demands of O'Gauge and Lionel's
Standard Gauge trains. However, the DC power packs, 8701 and 8702,
can be replaced with AC transformers like the Lionel ZW. In these
cases, the ADC, 8717 and 8917, would be digitizing the AC throttle
voltage instead of a DC throttle voltage and it would be this AC
throttle voltage that was remapped into the AC track voltage from
bridges, 8715 and 8915. Many AC power trains like Lionel use plus
or minus DC superimposed on AC track for remote control of features
such as horn and bell operation, and use power interruptions to
affect directional control and for resetting the electronics in
remote objects. Many of these transformers have become old and the
remote control signals have become weak and undependable in
addition to causing locomotives to speed up or slow down
unrealistically. However, most signals from AC transformers, no
matter how erratic or weak, can be detected from waveforms supplied
to the microprocessor through ADC's, 8917 and 8717, which can be
remapped into more reliable signals to the track from active
bridges 8715 and 8915. All other features of the MBU controller
would remain the same as DC powered trains except that different
choices might be made for the Type of remote control signaling used
for analog or command control.
[0678] In FIG. 89 and in FIG. 87, a single power pack is shown with
a single MBU controller. However, a single MBU can be used with two
or more controllers with additional ADC's to monitor the throttle
output of each power pack or transformer. A switch could be
included on the MBU to select which transformer or power pack to
monitor or the operation could be automatic where any change in a
throttle setting or operation on a power pack or transformer would
cause that power pack or transformer to be selected. This is not
beneficial for analog control for the MBU shown in FIG. 89 and FIG.
87, since there is only one track output, but does have an
advantage for command control where only one output is required for
the entire layout. In this way, an operator could move from
throttle to throttle which would automatically result in selecting
the locomotive, consist or accessory associated with that throttle,
and have control of its feature through the one MBU controller.
This concept could be extended to analog but the MBU would need
multiple track outputs, each controlled by separate active bridge
circuits like 8915 and 8715.
[0679] Although the circuits in FIG. 87 and FIG. 89 are shown as
add-on's to existing power packs, the MBU controller can be
combined with a simple step-down transformer to replace the power
supply function of the external power pack to develop a new
universal integrated power pack and train control system for either
analog or command control operation of either AC or DC powered
trains using two-rail or three-rail track. For an integrated power
pack, additional buttons for locomotive direction and levers or
knobs for throttle setting would be added to replace those
functions normally provided by the DC power pack or toy train
transformer.
[0680] Quantum Loco Features Related to Locomotive Speed Control,
Motor Control, and RTC
[0681] Once speed control and features like RTC have been
implemented, there are a number of features that can be included on
model trains to enhance prototype like performance.
[0682] Braking and Brake Release
[0683] Because of the inertia of a heavy prototype locomotive,
speed is controlled mostly through braking. There is less need to
make fine adjustments in speed using the throttle since the high
inertia of prototype locomotives ensures that speed remains fairly
constant for a long period of time. In a yard or switching
environment, the engineer will start the locomotive moving by
increasing the throttle and then back it off to allow the
locomotive to coast and use the locomotives independent brakes to
make fine adjustments in speed.
[0684] There are actually two different braking methods used on
trains. One is the independent brakes that control the braking
function on the locomotive only. The other is the automatic braking
system that applies braking to the cars or rolling stock in the
train. Both systems use compressed air to activate the brakes but
in different ways. The independent brakes apply air pressure
directly to the locomotive brake cylinders, which directly uses air
from the locomotive's air reserves. For the automatic braking
system, the brakes are disengaged by releasing air pressure from
the brake pipe (air brake lines) that run the length of the train,
including the locomotive brakes. Air reserve tanks on each car
apply the air pressure to the car brakes directly in response to
the drop in the train's main air brake lines.
[0685] RTC allows us to incorporate prototype-braking operation in
the model locomotive or train. Under analog control, a digital code
is sent to the locomotive to reduce the on-board throttle sound to
its lowest or reduced setting while the speed of the locomotive is
allowed to slow gradually. This simulates the coasting of the
locomotive or train. Since RTC is a throttle control, and not a
speed control, when a coasting locomotive couples up to a series of
cars, or encounters an upward grade, it will slow down more quickly
from the increased retarding force.
[0686] To simulate operation of the automatic braking systems, the
controller sends out braking codes to reduce the simulated
brake-line air pressure, which causes the locomotive to slow down
more quickly. The longer the brakes are applied at the controller,
the more simulated brake-line air pressure is reduced and the more
the locomotive or train decelerates. It is not necessary to
continually reduce the air-line pressure to cause braking.
Discontinuing sending brake commands will result in the locomotive
continuing to slow down at the last brake setting.
[0687] To release brakes, a command is sent to restore the
simulated air-line pressure to its normal high setting, whereupon
the locomotive returns to its coasting slow-down deceleration.
Another command can be sent to restore the locomotive to its
previous power operating state where the locomotive accelerates to
a speed commensurate to its original throttle setting and
locomotive sounds return to their normal powered levels. Whenever a
brake release command is sent, the locomotive air pumps start up to
return the locomotives air reserve to its nominal pressure.
[0688] The braking commands can be structured any number of ways.
Each command sent could cause the simulated air-line pressure to
decrease and deceleration to increase by a specified amount, or a
command could be sent that caused the simulated air-line pressure
to decrease and deceleration to increase continually over time
until a second command was sent to stop further braking action or a
number of different commands could be sent where each one specified
the amount of braking to be applied. The latter method has the
advantage of the controller knowing precisely how much braking is
being applied in the locomotive. Otherwise, unless the controller
maintains a log of how much simulated air pressure was released in
a locomotive, bi-directional communication would be required for
the controller to know the status of the brakes in the remote
object.
[0689] Braking functions on a prototype locomotive allow for either
increasing or decreasing the air line pressure by any amount using
a brake lever along with an air pressure meter to indicate the
amount of braking. The same method can be applied to model trains
where commands can be sent to increase or decrease braking. A meter
would be used to indicate the simulated pressure where the meter
setting is maintained by bi-directional feedback or by a log of
what braking commands were sent to the locomotive.
[0690] Other braking functions include braking for the rolling
stock as described in Rolling Quantum and emergency braking action
where flashing lights accompany the rapid deceleration rate of
maximum braking. Since most model cars have little momentum,
braking action in the locomotive can simulate rolling stock braking
when these cars are connected to a locomotive. While there may be
two levers or brake buttons on the controller, one for the
locomotive and one for the rolling stock, only the locomotive is
responding to the commands but with different sound effects and
deceleration rates depending on the type of braking applied.
[0691] An additional sound effect can be added when the brakes are
released and the brake pipe is being recharged. This sounds a bit
like steam hiss in old apartment steam heaters--a sort of contained
steam venting sound. This recharge process can take a few minutes
for a train that is sitting in Neutral with full brakes applied. It
also depends on the length of the train and the remaining pressure
in the reserve tanks on each car. Although this sound is also
present when brakes are released on a moving train, it is difficult
to hear over the other train sounds. However, in either case, air
is being drawn from the locomotive's air reserve and being applied
to the brake pipe, which automatically results in the air
compressor turning on until the air reserve is restored to full
pressure.
[0692] Independent braking can also be simulated in essentially the
same way as automatic braking. Unless there are true brakes in each
car, the two differences noticed by the user applying the
locomotive independent brakes are that: 1) the locomotive air pump
sound effects come on whenever independent brakes are applied
rather than when they are released and 2) there is no recharging
sound of the brake pipe when brakes are released.
[0693] DCC braking is easier to simulate then analog since there is
always sufficient power applied to the track to maintain the motor
control functions. Under DCC, the operator could turn the throttle
all the way down to its lowest setting, which would not affect the
track voltage allowing the locomotive to slow gradually from its
current speed. However, under analog operation, this might not be
possible. If the throttle is turned down to a low setting,
available power to the track is reduced as well, often causing the
speed of the locomotive to reduce rapidly and unprototypically to
lower speed than can be maintained by the available track voltage.
However, using the method described above, where a braking command
is sent independent of the throttle setting, the locomotive can
slow gradually using the higher available track power. If
controller and on-board power supplies are designed to maintain
sufficient power in the remote object, then analog voltage can be
reduced to lower values (but not completely off) without affecting
the speed of the locomotive. Such designs might use controllers
with high frequency PWM with constant peak voltage and on-board
capacitors in the remote object that could maintain motor power
during the PWM off periods.
[0694] Load Settings:
[0695] Under RTC or STC, acceleration and deceleration can be
independently specified in the motor control algorithms as
described in the "The QSI Inertial Control and Regulated Throttle
Control" section above. In DCC load settings are specified by CV3,
CV23 for acceleration and CV4 and CV 24 for deceleration. These
CV's specify how the internal throttle speed step values change
over time. In analog, Quantum Loco currently has 15 levels of load
setting that result in the locomotive taking from 30 seconds at
level 0 to accelerate to full speed to over fifteen minutes at
level 15 to accelerate to full speed. Although these level settings
currently apply to both the acceleration and deceleration in
analog, acceleration and deceleration can, of course, be specified
separately in DCC. There is nothing that limits making both of
these settings in DC analog as well.
[0696] It would be a novel idea to calibrate the load settings
based on the locomotive type, horsepower, and tractive effort
specifications and the number of cars that are being pulled. Load
levels would be replaced with the number of cars in the train, or
perhaps the total tonnage being moved. In addition, the inertia of
the locomotive by itself could be an independent load parameter,
here called "Loco Inertia"; prototype locomotives have different
maximum acceleration and braking depending on their weight or
inertia and horsepower. Customizing the locomotive inertia and
selecting the trainload, here called "Train Load" based on the
number of cars or tonnage, would allow more realistic operation of
model trains and a more meaningful way to specify loading. Model
trains with the same number of cars or tonnage and different
locomotive type would accelerate or decelerate at different rates
depending on the horse power and tractive effort of the locomotive
and the quality of the braking system.
[0697] There are three issues with specifying load levels for
locomotives within consists: 1) Unless all locomotives in the
consist were the same type, locomotives would try and accelerate or
decelerate at different rates based on their custom speed curves,
Loco Inertia settings, horse power and tractive effort. 2)
Different Train Inertia settings for locomotives in a consist would
result in locomotives fighting each other during acceleration and
braking. 3) If the same number of cars in the train were specified
in all the locomotives, the consist would not act any differently
than a single locomotive pulling the entire train. A consist of
five similar locomotives should be able to accelerate the same
number of cars five times faster than a single locomotive.
[0698] The first problem would be reduced if large Train Loads were
programmed into all locomotives since the individual differences in
Loco Inertia values would tend to be overshadowed. In addition, the
problem is alleviated by the RTC algorithm, which results in power
sharing between locomotives. Even so, performance would probably be
compromised while the locomotives attempted to adjust their power
requirements. To eliminate the problem, entirely, each locomotive
model would first need to be calibrated for speed versus throttle
settings and no-train-load acceleration and deceleration under RTC.
The no-load acceleration/deceleration values would be based on the
Intrinsic Inertia of the RTC algorithm and some factory or user
setting stored in flash ROM or L.TM. such as the Inertia Settings
in 6817, in FIG. 68. We call these no-load
acceleration/deceleration values and common speed curves "Standard
Loco Inertia" and "Standard Speed Curves" respectively. The
Standard Speed Curves and Standard Loco Inertia would apply only
when the locomotive was addressed by its consist ID ensuring that
all locomotives would respond the same for transient acceleration
and deceleration and steady state speed. If locomotives were each
addressed by their locomotive ID numbers, the inertia would revert
back to the Loco Inertia setting and their original Speed Curves
that was dependent on the locomotive's horse power, tractive
effort, top speed, etc.
[0699] If locomotives are too diverse, the above method may not be
practical for operating in consists. In such cases locomotives may
need to be grouped into types such as Passenger, Fright, and Yard,
where Passenger types are high maximum speed, Fright are moderate
maximum speed, and Yard is low geared for low speed operation.
Within these groups locomotives could be calibrated to have the
same speed and inertia characteristics.
[0700] The second problem would be solved by specifying the Train
Load for the consist independently of any Train Load settings that
individual locomotives might have or by overwriting any Train Load
setting when the consist is made up. In this way, when a consist is
made up and addressed by its consist number in either analog or
command control, not only would Standard Speed Curves and Standard
Loco Inertia apply to all locomotives but so would the common
"Consist Train Load" setting, ensuring that the consist would act
as a consistent whole. When the consist is disassembled and the
locomotives addressed by their locomotive ID numbers, the Train
Load level for each locomotive would apply.
[0701] The third problem could be mitigated when the consist is
made up, particularly if the central train controller had a means
to automatically make up consists as described above in Making Up
Consists. Here the number of locomotives is known by the controller
and the controller could adjust the Consist Train Load level. For
instance, if the consist was made up of five identical locomotives,
the original number of cars or tonnage setting would be divided by
five for all locomotives in the consist. If the consist was made up
of a number of diverse locomotives with different horsepower and
tractive effort, and the controller had this information, then a
more complicated calculation could be made for a load level for the
consist, based perhaps on the sum of the individual locomotive's
tractive effort, horse power, etc. In any case, a reduced load
level would apply to the consist for the same number of cars and
tonnage, which would result in more realistic operation of the
model train.
[0702] In addition, the steady-state labored sounds could be
modified by the load setting. If the load setting is increased, the
steady state labored sounds would increase. On the other hand, if
locomotives are added to a consist for the same amount of rolling
stock, the load setting for each locomotive would be less and the
steady-state labored sound settings would also be reduced. This
would produce more realistic locomotive and consist operation when
pulling a loaded train.
[0703] Load On/Off
[0704] This feature allows the operator to enable the Train Load or
Consist Train Load level he has programmed into his locomotives or
return to the locomotive's Loco Inertia (or the Standard Loco
Inertia if in a consist). The Train Load or Consist Train Load
would be enabled after the operator had coupled up to the cars he
intends to pull. The Load Off command allows the operator to move
his unloaded locomotive or unloaded consist around the yard quickly
and realistically and to send the Load On command to increase the
train load to the Train Load level he had previously selected when
he couples up to his train.
[0705] The Load On/Off command could also automatically select
whether the "apply brakes" and "release brakes" command at the
controller operates the automatic or independent braking system. In
DCC, any non-zero value in CV 23 and CV 24 could be considered a
Load On condition. If the Load is On, it is assumed that the
locomotive is pulling a train and hence the automatic brake system
would be more appropriate. If the Load is Off, the locomotive is
probably operating without a train, and the independent brake
system would be more appropriate. A command could be designed to
allow selection of either automatic or independent brakes. This
would have some advantages. Independent brake operation could be
selected for doing car switching in the yard where automatic brakes
are seldom used to move small groups of cars around. Of course, if
there were enough function keys in DCC or control keys in Analog,
both types of braking systems could be available and not dependent
on the Load On/Off condition.
[0706] Heavy Load
[0707] Heavy Load allows the operator to increase his load level
dramatically in a moving locomotive to a level that would require
over 15 minutes or more for locomotives to reach maximum speed or
slow down to a stop. The advantage of Heavy Load is that once it is
engaged, the locomotive will maintain near constant momentum over
grades, around curves and though changing conditions on most
average size layouts without appreciable or noticeable changes in
speed. It has the same benefit of cruise control but without its
limitations. Cruise Control has been available in model railroading
since the 1980's but has the same limitations as speed control
discussed earlier. The idea behind cruise control is to lock the
locomotive at its current speed, which is maintained under a
variety of loading conditions and variations in track voltage on
the layout. In consists, it can result in fighting between
locomotives. However, Heavy Load uses RTC, which allows the
locomotives to power share and prevent fighting.
[0708] An additional advantage from Heavy Load is that the throttle
can be turned up or down without appreciable or noticeable speed
changes. This is another and unique use of the throttle as a remote
control signal. The most appropriate use of the throttle under
Heavy Load is to increase or decrease Sound-of-Power.TM. settings
and to rev the diesel motor up or down. For instance, if the train
approaches an upward grade and Heavy Load is engaged, the operator
can increase the throttle to a high value as the locomotive starts
to climb. If it is a steam locomotive, the steam exhaust sounds
would become louder and more labored. If it is a diesel, the diesel
motor could rev up to a higher notch and motor sounds would become
louder and more labored. On the other hand, if the locomotive
approaches a descending grade, the throttle can be turned down to
create lighter non-labored chuffs, or no chuffs at all in a steam
locomotive or lower motor notches with non-labored sounds in
diesels.
[0709] Slack Action and Coupler Crash
[0710] Having the load level preset in a locomotive or consist can
result in more accurate coupling sounds when connecting to cars or
pulling away with a load of cars. One set of coupler sounds, called
coupler crash, is related to couplers and cars being pushed
together and another coupler sound, called slack action, is when
couplers are being pulled tight. Both kinds of sounds result
because of the slack in the coupler knuckles. If load setting is
specified by the approximate number of cars, then slack action
sound effects can be produced in Quantum Loco that is made up of a
series of single car coupler sounds where each is delayed based on
the speed of the locomotive or locomotive consist. In addition the
volume of each coupler slack action sound in the locomotive could
be reduced in succession, which would give the illusion that the
sounds are coming from progressively remote cars in the train.
Reverb and echo effects for each individual car coupler sound could
add ambience to the effect. If coupling sounds are the result of a
consist coupling to or pulling rail cars, then it might be
appropriate that only the last locomotive in the consist have the
coupler sounds enabled.
[0711] Car Load On/Off
[0712] If Train Load or Consist Train Load is specified by the
approximate number of cars, then an additional setting would be
whether the cars are loaded or not. This could conceivably be done
on a car-by-car basis but for a quicker and easier designation, the
locomotive or consist could be programmed to change the loading
based on whether the train is running empty or full of cargo. This
would apply less to passenger cars since the passengers do not
contribute appreciably to the cars weight. Since the number of cars
stays the same, the coupler sounds would remain accurate. However
the acceleration and deceleration and Sound-of-Power effects of the
locomotive or consist would be affected by the extra weight of
loaded cars.
[0713] Wheel Spin (Real or Simulated)
[0714] Prototype locomotives can loose traction under load and spin
their wheels. This produces a dramatic effect with steam
locomotives where the steam exhaust or chuff rate speeds up quickly
and then decreases back to the normal chuff rate as the engineer
pulls back on the throttle or increases cut off to reduce power to
the drive wheels. Visually, because of the inertia of the
locomotive and the train, when wheel slip occurs, the locomotive
does not appear to slow down. However, the wheels can be seen
rotating rapidly on a steam locomotive until the engineer regains
control. On diesels or electrics, wheel spin is visually less
obvious since the wheels are not as visible, often hidden behind
trucks, brakes, and other apparatus. However, the sounds of wheels
grinding against the steel rails can be clearly heard. It can be
heard in steam engines as well but these sounds are often
overshadowed by the rapid chuffing.
[0715] Modeling wheel spin is difficult in model locomotives since
models have very little real inertia. If the wheels do actually
slip the locomotive and train visually looses speed quickly.
However, it would be possible to produce only the sound effects.
Simulated wheel spin on diesel and electric locomotives would be
easier since the wheels are not as obvious as they are on steam
locomotives. However the effect could be quite dramatic and
realistic on steam locomotives if the engines were not viewed from
the side where the wheels are obvious. In either case, the wheel
spin itself does not happen which allows the speed control
circuitry on the model to maintain speed and realistic inertia. If
the model was accelerating, the speed control could suspend any
acceleration during the wheel spin effect to enhance the effect and
perhaps include a slight slowing down as well.
[0716] The simulated wheel spin sounds and drop in acceleration
could be operated under a digital command or it could be automatic.
If it is automatic, it could be controlled by the throttle setting,
Train Load, Loco Inertia, tractive force, cutoff setting in steam
locomotives, diesel notch setting, diesel transition setting, grade
conditions, simulated weather conditions, etc. so the effect is
coupled directly to the simulated loading conditions and traction
on the locomotive, which would properly model the prototype
conditions that cause wheel slip. Once wheel slip effect occurs, it
could be automatically and realistically terminated or it could
continue until the operator reduces the throttle or applies
simulated sand to the track. The operator could also produce wheel
slip on demand by increasing the throttle at any time when the
train is heavily loaded. Automatic wheel slip would be less likely
to occur if the locomotive was hauling very few cars. Automatic
wheel slip that depends on loading and other conditions would
require that the operator handle the throttle, cutoff and
transition more carefully, especially under heavy load, just like a
prototype engineer.
[0717] If real wheel spin does occur on the model, the chuff in
steam engines would of course speed up. If this did occur, grinding
sounds and other sound effects could be added to improve the
effect. However, if the locomotive is under speed control or RTC,
the wheels would not spin faster; instead the locomotive would slow
down. If it were possible to detect that the model wheels were
slipping, it would also be possible to speed the wheels up under
motor control to produce a more realistic visual effect plus add
sound effects.
[0718] Sanding Operation
[0719] Prototype engineers can release sand from the sand reservoir
to the track to increase traction. This is not practical on model
train locomotives but the sound effects could be added to simulate
the effect. In addition, if simulated wheel spin is occurring,
simulated sanding effect could stop or reduce the wheel slipping
effect to produce more realistic operation.
[0720] Dynamic Brakes
[0721] Dynamic Brakes can be included on prototype locomotives that
have electric traction motors such as modern diesels and electric
type locomotives. Electric motors can act as motors or generators
depending on whether they are using power or generating power. When
used as generators, the traction motors are disconnected from
taking power from the locomotive's prime mover, and instead are
connected to large resistor grids in the roof. By increasing the
resistive load on the traction motors, the traction motors become
harder to turn and act as brakes for the locomotive. The electric
power generated by turning the traction motors is dissipated as
heat by the resistor grid. These resistor arrays get quite hot and
require cooling. Dynamic brakes are usually operated during long
descents on down grades to maintain the train at a steady speed.
Dynamic brakes are relatively ineffective at slow speeds and are
not used to bring the locomotive to a complete stop.
[0722] To model dynamic brakes under diesel operation, the Diesel
Motor sound drops to notch 1 and the Dynamic Brake Cooling Fan
sounds come on. Since these brakes are usually employed to keep the
train at a constant speed during down grades, there is no simulated
braking action to slow the locomotive down. In fact, we could lock
the speed at its present value using techniques similar to Heavy
Load described above; this would help prevent the actual weight of
a long model train causing speed up.
[0723] Although Dynamic Brakes are not available on Steam
locomotives and some early diesels, we include a dynamic brake
feature to maintain consistency when these locomotives are used in
consists. If a dynamic brake command is sent to a consist, all
diesel locomotives with or without dynamic brakes will lower their
motor notch, and all locomotives will disable or reduce their
labored sounds (Sound of Power.TM.). Otherwise it would be
unrealistic for a diesel in a consist to apply dynamic brakes while
a steam locomotive in the same consist maintains full labored
Sound-of-Power chuffs.
[0724] Prototype diesel locomotives can use dynamic brakes to test
their diesel motor and generators by applying their output power to
dynamic brake resistor grids instead of the traction motors. This
is usually done while the locomotive is stopped and the traction
motor disconnected. We also model this on Quantum Loco by first
sending a command to put the locomotive into a special state called
Disconnect where the power pack or transformer can be increased
without the locomotive moving. For diesels, moving the throttle
under Disconnect will cause the diesel motor sounds to rev up or
down. If dynamic brakes are also turned on in Disconnect, the
diesel motor sounds have full Sound-of-Power effects to model the
testing of the prime mover under load. Dynamic Brake fans will also
be turned on since this models the cooling of the resistor
grid.
[0725] Fuel Consumption
[0726] Since we can model all variables that cause fuel
consumptions such as train load, locomotive horse power, tractive
effort, speed, acceleration, braking, dynamic braking, when the
locomotive was last serviced, we can calculate and log the amount
of simulated fuel used by a model train. Based on the capacity of
the fuel tank, the amount of fuel loaded before a trip, we can
continually update the amount of remaining simulated fuel. This can
be transmitted back to the operator by any bi-directional feedback
technique or verbally from the locomotives sound system. The
remaining fuel can also be stored in LTM to maintain continuity
from operating session to operating session where power is shut off
between sessions.
[0727] Water Consumption
[0728] All locomotives use water. Steam locomotives use water to
produce steam for propulsion and for heating passenger cars. Diesel
and electric type locomotive create steam for steam heated
passenger cars. Just like our calculation for fuel, we can
calculate the rate of water consumption and continually update the
amount of remaining simulated water. This can be transmitted back
to the operator by any bi-directional feedback technique or
verbally from the locomotives sound system. The remaining water can
also be stored in LTM to maintain continuity from operating session
to operating session where power is shut off in between
sessions.
[0729] Smoke and Labored Sound:
[0730] Quantum Loco can have a number of different features based
on simulated steam and smoke as described for the smoke generator,
3543, in FIG. 35. For instance, we can use smoke generators to
model a) steam emission when whistles are operated on steam
locomotives, b) steam emission from the dynamo, c) steam exhaust
around the steam chest of a moving or stationary steam locomotive,
d) steam exhaust from open steam cocks used to clear out condensed
water in the steam locomotive steam chests, e) smoke and steam
exhaust from steam locomotive blowers, f) steam exhaust from a
working steam locomotive out the main stack, g) smoke from idling
or working diesel locomotives, h) smoke from steam water heaters in
diesels and electric type locomotives, i) steam from coal auger
steam engines on steam locomotives, j) smoke in a steam locomotive
cab from poorly vented fire in the firebox, k) smoke from the vents
of a locomotive that has a motor failure or fire. Each of the
effects can be controlled separately in Quantum Loco although some
may use the same smoke generator.
[0731] Smoke units have been designed for years in model trains to
simulate the smoking of both steam and diesel locomotives. Early
units were usually designed to respond to the amount of voltage on
the track, which also directly controlled the power to the motors.
Most early smoke units were used to simulate puffing smoke from
steam locomotives. The puffing rate was usually controlled by a
plunger connected directly to the drive system that vented air over
a heated wick soaked in oil; the amount of heat was proportional to
the track voltage. The amount of smoke and puffing rate were
coupled to both speed and throttle setting which produced a
reasonable simulation of the prototype where the amount of smoke is
also roughly proportional to the throttle setting and speed.
[0732] Smoke from diesel motors and steam exhaust from working
prototype locomotives depends on how hard a locomotive is working.
This will be modeled in Quantum Loco by microprocessor control of
the smoke generator as described in U.S. Pat. No. 5,448,142 (column
29, line 57 through column 31, line 13). Again, we have all the
necessary variables to model the amount of steam and smoke emitted
from the main stack and steam chest. The on-board microprocessor
can calculate the amount of smoke based on simulated Train Load,
horse power, type of fuel, throttle setting, acceleration, speed,
and Cutoff for steam locomotives (described below) and Transition
setting for diesels, and simulated ambient temperature.
[0733] Some smoke generator designs use information from the motor
control circuits to vary the amount of smoke generated based on the
real power in the electric motor. However, if the motor is in a
control loop to maintain constant speed or to maintain momentum
(such as our RTC method described earlier), the smoke output can
appear to be inconsistent with the locomotive's behavior just like
we described labored sounds being inconsistent with the
locomotive's behavior. Since smoke output and labored sounds go
together, a better choice would be to produce smoke based on the
simulated load described under Regulated Throttle Control and
Standard Throttle Control rather than the actual power demands of
the electric motor. Thus, smoke intensity could be very high for an
accelerating locomotive along with heavy labored sound effects and
smoke could be very low or off under deceleration with very low
labored sounds. At steady state operation, the amount of smoke
would be proportional to the throttle setting and load
settings.
[0734] The amount of smoke generated by model train smoke
generators can also be a problem. Prototype steam locomotives and
diesels produce a great deal of smoke and steam which if modeled
correctly could easily fill the model train layout room with an
over abundance of noxious fumes. On the other hand, a reduced smoke
output looks toy like and is hardly worth the effort. Another
approach which provides the best of both methods is to have the
on-board microprocessor controlled smoke generator provide heavy
smoking under acceleration while the locomotive is working hard but
to reduce it to very low levels when the train is moving at
constant speed or when it is stopped. Here again, it might be best
to provide more smoke when a locomotive has just entered neutral
and then shut it down to a low level or completely off after a
minute or so, when the attention in not focused on the locomotive
as much. In particular, when a prototype steam locomotive stops,
the engineer usually turns on the steam blower to vent steam out
the stack. This draws air through the firebox and maintains the
fire and also prevents smoke from entering the cab. So on the model
steam locomotive, after it stops in neutral, it would have very
little smoke until the blower is heard to automatically start up
after a minute or so whereupon smoke would be seen venting from the
smoke stack. If the blower feature were not automatic, it could
provide interesting operation for the engineer or fireman who
forgets to turn on the blower before or directly after the model
steam locomotive actually stops. In this case, the following
scenario would be observed: the smoke generator would vent smoke
into the cab from the smoke generator with verbal complaints heard
from the locomotive crew about the excess smoke with coughing here
and there and shouts to turn on the blower. Smoke would stop being
vented into the cab as soon as the blower turned on and instead
smoke would be seen from the smoke stack. In either case, it would
be prudent to turn off or reduce the smoke from the stack after a
few seconds or so to prevent excess smoke in the layout room. This
is reasonable since there would initially be an excess of smoke
that had gathered in the firebox and the flues and once ejected,
smoke output would be reduced.
[0735] Note: Most model railroads are indoors and operated at a
fairly constant temperature. The amount of visual steam or smoke
produced from prototype locomotives is dependent on the both the
environment temperature and the relative humidity. Both of these
variables can be simulated and programmed into the locomotive to
calculated temperature and humidity dependent effects. These
variables can be programmed into the locomotive and retained in LTM
at the beginning of an operating session or they can be read by the
locomotive at different physical locations, at different simulated
or real time of day and at different simulated or real seasons
where the simulated temperature and humidity might be modeled
differently. For instance, high mountain areas might have lower
temperatures and lower humidity while daytime in the lowlands in
summer would have higher temperatures. These values could be read
into Quantum Loco via local track signals or stationary track-side
optical transceivers that communicate with transceivers located
under or on the locomotive or tender.
[0736] In some cases, real temperature and humidity may be
preferred over simulated values such as with outdoor layouts. In
this case, thermometers and humidity sensors would be required
either in the remote object or on the layout where this information
can be transmitted to the remote object via local track signals or
stationary track-side optical transceivers that communicate with
transceivers located under or on the locomotive or tender.
[0737] What is unique in this patent is the control of smoke for
different appliances from the same smoke generator, modeling
whistle steam exhaust in steam locomotives using microprocessor
controlled smoke that was synchronized to the whistle sound, and a
method to control the average volume of smoke to a small amount but
provide dramatic smoking under certain conditions such as loading
where it is likely to be observed.
[0738] Although the improved smoke generators described above are
part of a sound system, an independent smoke generator could be
designed and retain much of the features described above. Inputs to
the smoke generator would be measured locomotive speed and throttle
setting. The independent smoke generator could also contain DCC and
Analog PRP decoders to respond directly to commands. An integrated
digital decoder also allows the input of loading variables such as
DCC's CV3, CV4 and others to provide variable smoking dependent on
simulated loading. If a DCC decoder is added to the locomotive to
control the motor, both this and the smoke decoder could receive
identical information regarding simulated loading and other
parameters to allow coordinated operation of the two independent
decoders.
[0739] Cylinder Cocks:
[0740] One special area where simulated steam would be particularly
dramatic is the action of steam cylinder cocks. When a prototype
steam locomotive sits idle for an extended period of time, water
condenses and collects in the steam chest. Since water is not
compressible and can damage the cylinder valves during operation,
the engineer must open special cocks on the steam cylinders to
allow the water to be ejected as the piston moves. As the
locomotive moves out, clouds of steam and water are propelled out
on either side of the locomotive in such a flurry that it sometimes
obscures the wheels and valve gear of the locomotive.
[0741] A smoke generator could be timed to eject high-pressure
smoke out either side of the locomotive as it starts out. Even
though the smoke output is high, this effect only lasts for a short
period and will not vent a large total volume of smoke into the
layout room.
[0742] The cylinder cocks smoke would also be combined with the
unique sounds of water and steam being ejected as the locomotive
starts out. This sound is essentially dominated by the steam hiss
and could be modeled using a hiss sound generator in the sound
system. This can be done with analog circuitry or simulated using a
digital algorithm. The easiest way is to use the sound systems
microprocessor to do this job. This allows varying the volume and
frequency components of the hiss to give character and realism to
the simulated steam sound that is common in the prototype cylinder
cock operation. This also allows us to produce realistic start and
stop effects and to vary the character of each individual steam
emission to provide variety to the effect.
[0743] Both the sound effects and the smoke generator emissions
would be timed to the motion of the steam locomotive wheels. In
either analog or command control, special commands could be sent to
activate and shut off the steam cocks. Or it could be automatic.
Since the engineer only opens the cylinder cocks after the
prototype locomotive has been idle for some time, we could time how
long the model has been idle and arm the cylinder cocks effect
after a certain period of time has passed. Once armed, the cylinder
cocks effect would automatically begin when the locomotive started
out without requiring any special command to be sent. In addition,
since the prototype cylinder cocks are only on for a short time, we
could automatically terminate the feature in the model after some
countable number of steam emissions or after the locomotive had
reached a certain speed.
[0744] Coupling and Uncoupling:
[0745] It is possible to make special use of the reversing command
in either analog or DCC to do KD coupler type uncoupling over
uncoupling magnets. Because it is important to do reversing
precisely over uncoupling magnets, uncoupling has usually been done
without inertia of load effects. An additional reversing feature
for uncoupling would be to ignore the load or inertia setting if
the locomotive is moving at some slow speed such as below 5 smph.
When the desired coupler is directly over the uncoupling magnet,
the reverse command is sent which causes the locomotive to stop and
change direction quickly to avoid overrunning the magnet area.
[0746] This would allow normal uncoupling. However, one problem
with uncoupling is that the slack between locomotive and cars or
between cars must be compressed to allow the knuckles to open from
the magnetic force. A rapid reversal may not allow compression. To
improve this effect, the locomotive would rapidly decelerate to
some minimum slow speed such as about 1 smph and stay at that speed
for a short period to ensure that the coupler slack is compressed
before the locomotive reverses.
[0747] If uncoupling is done in Analog with a standard DC power
pack, the reversing switch operation could have a different effect
than blowing the horn when the locomotive is moving less than 5
smph. Instead, the above operation of slowing down to minimum speed
to compress the couplers followed by stopping and reversing
direction would be performed. Note that method could also be used
to do standard reversing of a moving train or locomotive without
having to return to Neutral or without the intent of doing an
uncouple.
[0748] If the locomotive had the Analog-Command-Direction-Control
feature, the same operation would occur if the locomotive was below
5 smph except the horn would not need to be disabled.
[0749] If the locomotive is operating over 5 smph and a reversal
command is sent in DCC or Analog using ACDC, the locomotive will
decelerate slowly according to its load setting, come to a stop for
a moment (which may be programmable) and then accelerate according
its load setting in the opposite direction.
[0750] If an ACDC command to change direction to Neutral is
received by a locomotive that is moving below 5 smph, the same
process of slowing down to minimum quickly over the magnet area is
done except that the locomotive will come to a complete stop. The
operator will then need to change direction before pulling away
from the cars or rolling stock.
[0751] This method does have a problem in Analog since it
eliminates standard horn operation if the locomotive is moving
below 5 smph, which seems like an unacceptable penalty to pay for
this feature. Instead of relying on only the reverse function to do
this operation, a specific uncouple command could be sent to
accomplish the same effect either directly or in concert with the
direction command. In fact, this allows for a greater choice of
uncoupling operations along with appropriate sound effects.
[0752] There are three types of uncoupling over uncoupling magnets
using KD type couplers. These are:
[0753] Uncoupling by pushing the desired cars such that their
connected couplers are over a flat magnet between the track rails.
This allows the ferromagnetic air hose detail part to be pulled
away from each coupler to open the coupler knuckles while the
couplers are compressed. The locomotive is then stopped and
direction changed to pull away from the uncoupled cars.
[0754] Uncoupling while pulling cars by stopping the desired cars
such that their connected couplers are over the magnet and
stopping. The train is then reversed to push the cars slightly to
compress the couplers without overrunning the magnet. This allows
the ferromagnetic air hose detail part to be pulled away from each
coupler to open the coupler knuckles. The locomotive is then
returned to its original direction and to pull away from the
uncoupled cars.
[0755] Pushing cars onto a siding by first stopping the desired
cars over a magnet, compressing the couplers to allow the magnet to
open the knuckles, pulling away slightly while still over the
magnet so the couplers have parted, then changing direction to
allow the couplers to press against each other without connecting
to allow the cars to be pushed onto a siding and dropped off. This
method works because when KD couplers part, they pull away from
each other over the magnet such that when they meet again, they are
misaligned and the couplers do not mate and hold. This allows the
operator to push the cars at a reasonable speed and decelerate
quickly to permit the unmated cars to coast onto the siding in
prototypical style.
[0756] With speed control and unique coupler commands, each of
these operations can be automated to perform better than the user
can do with individual stopping, starting and reversal operations.
We would propose the following:
[0757] Uncoupling KD Type Couplers Over a Magnet while Pushing
Cars:
[0758] Press the compression-coupler command just before the
desired cars enter the magnet area. This slows the cars to some
minimum speed to allow the user to better judge when to do the
uncouple operation and to ensure that the cars couplers remain in
compression. A second command is sent to stop the cars smoothly
over the magnet, which after a brief period causes the locomotive
to change direction and start out smoothly for a short distance
until the couplers part. As the cars part, there is the hissing
sound of the air hoses parting between the cars. At this point
another command is sent which stops the train, hopefully still over
the magnet area. If the uncouple was unsuccessful, the
compression-coupler command can be sent again to repeat the
operation. The locomotive returns to pushing the cars until the
different coupler commands are again sent. Once the uncoupling is
successful, the throttle can be increased to perform a pushing
operation with non-mating couplers to drop cars off on a siding.
This is accompanied by crashing sounds of cars being compressed. Or
the direction of the locomotive is changed and the throttle turned
up to leave the cars behind.
[0759] Uncoupling KD Type Couplers Over a Magnet while Pulling
Cars:
[0760] Press the tension-coupler command just before the desired
cars enter the magnet area. This slows the cars to some minimum
speed to allow the user to better judge when to do the uncouple
operation. A second command is sent to stop the cars over the
magnet. After a brief period, the locomotive backs the cars up a
short distance without overrunning the magnet area. Crashing sounds
will be played of cars couplers changing from tension to
compression. Another command is sent to stop the train followed
automatically by the locomotive then changing back to its original
direction and moving for a short distance leaving the cars
uncoupled. As the cars part, there is the hissing sound of the air
hoses parting between the cars. Another command stops the train. If
the uncouple was unsuccessful, the tension-coupler command can be
sent again to repeat the operation. The locomotive backs up putting
the cars in compression until the different coupler commands are
again sent. Once the uncoupling is successful, the throttle can be
turned up to moving in the original direction or the direction can
be changed to perform a pushing operation with non-mating couplers
to drop cars off on a siding. This is accompanied by crashing
sounds of cars being compressed.
[0761] Analog Example:
[0762] The following is a description of one of many techniques we
might use in Analog to do the above uncoupling procedures with only
one button. Our current Quantum Engineer already has a single
button for coupler sound effects. We can use our method of
expanding the remote control options of a single button described
earlier in this patent specification of a single-press,
double-press and press and hold operation to provide three
different types of coupler remote control command signals.
[0763] For cars in compression from a pushing locomotive moving
below some specified low speed, a single-press causes the
locomotive to reduce speed to minimum along with brake squeal
effect and enables the "pushing cars" coupler operation. When the
desired couplers are over the magnet area, the next single press
causes the train to stop with some additional brake and car crash
sounds followed by the locomotive moving in the opposite direction
at minimum speed along with optional continual slack action sounds.
When the cars part, the next single press causes the train to stop.
If the uncouple was unsuccessful, the coupler button is pressed and
held until the locomotive again backs up at minimum speed along
with crashing sounds of cars being compressed. This rearms the
above uncouple operation allowing all of the above single press
operations to be repeated. Once the uncoupling is successful, the
throttle can be increased to perform a pushing operation with
non-mating couplers to drop cars off on a siding. This is
accompanied by crashing sounds of cars being compressed. Or the
direction of the locomotive is changed and the throttle turned up
to leave the cars behind.
[0764] For cars in tension from a pulling locomotive moving below
some specified low speed, a double-press causes the locomotive to
reduce speed to minimum along with brake squeal effect and enables
the "pulling cars" coupler operation. When the desired couplers are
over the magnet area, the next single press causes the train to
stop with some additional brake followed by the locomotive moving
in the opposite direction at minimum speed along with crashing
sounds of cars being compressed. When the couplers over the magnet
area become depressed, the next single press causes the locomotive
to stop and move in the opposite direction until the next
single-press of the coupler button. If the uncouple was
unsuccessful, the coupler button is pressed and held until the
locomotive again backs up at minimum speed along with crashing
sounds of cars being compressed. This rearms the above uncouple
operation allowing all of the above single press operation to be
repeated. Once the uncoupling is successful, the throttle can be
increased to leave the cars behind or the direction can be changed
to perform a pushing operation with non-mating couplers to drop
cars off on a siding. This is accompanied by crashing sounds of
cars being compressed. Or the direction of the locomotive is
changed and the throttle turned up to leave the cars behind.
[0765] A coupler effect is coupling up to cars. With KD couplers
this does not require a magnet; cars can be coupled to anywhere on
the layout. However, the sounds of the coupler hitting and the cars
moving into compression or tension when the locomotive moves out
are value additions to our feature set.
[0766] A similar method can be designed for NMRA DCC operation.
Other types of button scenarios could be designed for either DCC or
Analog depending on the style of the operator and whether he is
uncoupling cars from the locomotive or cars from cars. What is
unique is to combine these operations with speed or regulated
throttle control. What is also unique is the repeat operation,
which is often very necessary with these types of couplers. Another
unique aspect of this method is the means to allow the coupler
compression or tension to propagate down the train to the desired
couplers before the next coupler operation is activated. Also, it
is a great benefit that once armed, only single-presses are
necessary to do each coupler operation rather than more complicated
operations or the use of other buttons or keys. The operator must
have his eyes keenly on the uncouple operation and cannot afford to
try and remember complicated keystrokes or divert his eyes to scan
for another command key.
[0767] Besides the above uncoupling methods, AC trains such as
Lionel, have a coupler design that can be operated remotely at any
location. This allows cars to be uncoupled from the locomotive
while the train is moving. Since this type of coupler will
eventually be available for smaller scales, we must reserve
commands and methods for this type of uncoupling operation as
well.
[0768] Rough Start Up:
[0769] If the locomotive starts roughly from a stopped position, we
could detect this via speed control and apply coupler crash sounds
and feature this effect. Normally, we would want a smooth start
effect if the throttle is eased up slowly. However, we may want to
cause a rough start by detecting a quick increase in the throttle
and then have the motor controller produce an artificial jerk
start. We could also prevent the locomotive starting out if the
simulated load is too high requiring that the operator back up to
compress the slack in the couplers with appropriate slack action
compression sound effects and then produce a slack action expansion
sound effects when the locomotive does start out.
[0770] Maximum Speed
[0771] Prototype trains are limited in their top speed by the
trainload and the available horsepower in locomotives or consists.
Model locomotives are seldom limited in power but are sometimes
limited in tractive effort, which can limit their top speed.
However, most model trains can go faster than the number of cars
should allow. Since Speed Control and Regulated Throttle Control
can limit top speed by limiting the internal speed reference, such
as the speed reference, 6605, in FIG. 66, we can constrain the
locomotives speed to a maximum value. This maximum would be
determined by calculations based on simulated trainload, tractive
effort, horse power, type of locomotive, or consist composition,
etc.
[0772] Steam Locomotive Cutoff
[0773] Cutoff is a term used in steam locomotives to describe where
in the piston stroke additional steam is cutoff from entering the
cylinder. With no cutoff, steam enters the cylinder during the
entire stroke and is vented to the outside at the end of the
stroke. This provides the most power to the cylinder and also uses
most of the steam. Since the steam is at full pressure when vented
at the end of the stoke, the steam exhaust sound is loud and has
more of a bark than a gentle steam release. The no-cutoff position
is used when starting a steam locomotive with a large trainload.
After the locomotive gains speed, the cutoff is increased to
improve efficiency and the steam exhaust sound becomes less sharp.
At steady state, the cutoff is increased further and just enough to
maintain speed. When slowing down, the cutoff may be increased
again and the chuff becomes quieter and much more mushy or soft or
wet sounding. Generally, steam locomotives are run with the
throttle wide open and all power control is done by changing the
cutoff level. If the locomotive has too much power for its tractive
effort, the actual throttle can be backed off to a more appropriate
value. Even so, cutoff would likely still be used for power
control.
[0774] Cutoff can be modeled by sending cutoff level setting
commands to the locomotive, which will set the simulated power
demand for the locomotive. However, it might be more appropriate to
send throttle setting level commands to the locomotive and use the
throttle knob on the power pack or transformer to set the cutoff.
In this way, the cutoff sound effects would automatically change as
the operator changed the controller's throttle knob.
[0775] There are a number of ways to simulate cutoff. Since chuff
is basically white noise with an envelope that determines its
attack, sustained period and decay, which determines its chuff
duration, we could simulate different cutoffs by changing the
profile on white noise generated in the sound system. No cut-off
would have a chuff record that was essentially flat with short
attack and decay portions while full cutoff would not have any
sustained period, only an attack and slow decay. Or we could play
different chuff records for each cutoff position. Since cutoff is a
continuous variable, the former method would be more attractive.
Also, this technique allows direct microprocessor control of chuff
duration, which makes it easy to change chuff rate as the
locomotive moves faster. However, chuff is not entirely white
noise; there is character to the chuff's noise content, which makes
the second technique attractive. Perhaps, we could use records of
real chuffs and manipulate the envelope to produce the different
chuff rates and cutoff. This would give us the best of both
techniques.
[0776] Once we have the optimal way of generating chuff sounds,
there are a number of ways to use the throttle knob and cutoff
effects to control a model train:
[0777] Changing the throttle knob on the power pack or transformer
directly changes the cutoff value, which directly determines the
labored Sound-of-Power effect. Our Sound-of-Power is almost
completely independent of Train Load settings. The difference in
behavior is that a lightly loaded train will accelerate faster and
reach a higher speed at a higher chuff rate than a heavily loaded
train but the laboring sounds will be the same. However, if there
is power to spare, and the maximum speed is higher than intended,
the operator will reduce the throttle, which will increase the
cutoff resulting in less labored sounds. When the throttle knob is
reduced to lower the speed, the cutoff increases more, which
results in a slower decay in each chuff to produce the softer,
mushier sound. The volume of the chuff stays the same over this
entire process and is determined by the throttle setting command.
If air brakes or a dynamic brake command is sent, the cutoff
increases to it highest value and the simulated on-board throttle
setting may also be reduced to lower the chuff sound volume.
[0778] Changing the throttle knob results in an automatic cutoff
control where the locomotive starts out with minimum cutoff, which
is increased periodically as the locomotive speeds up until it
reaches its maximum speed with reduced cutoff. Turing the throttle
down causes the cutoff to increase periodically as the locomotive
decelerates until the cutoff is maximum as the locomotive slows to
a stop.
[0779] The first method places the operator in the position of a
steam locomotive engineer who directly controls the steam cutoff
level. The second method simply lets the operator turn the throttle
up to the final value he wants and lets an imaginary engineer in
the on-board Quantum Loco continuously adjust the cutoff level.
With the first method, the operator needs to back off the throttle
knob during acceleration to increase the cutoff level with its
concurrent sound effects. The first method is a bit like
controlling an automobile throttle entering a freeway where a
driver might press down hard on the gas at first to get up to
freeway speeds but starts to back off a little at a time as he
approaches the correct speed. Perhaps both methods are equally
desirable and an analog programming option and/or a DCC CV will be
available for the operator to select which method he likes the
best; it kind of depends on whether the operator wants to be an
engineer or an observer.
[0780] Note that changing cutoff versus changing throttle does not
affect the basic operation of RTC since in either case, we are
requesting a forcing function and comparing it to the detected
forcing function. It might affect the "FF Versus Throttle Setting
Function", 6814, in FIG. 6668
[0781] Stopping a Train over a Specified Distance
[0782] Stopping locomotives in a predicable way has always been a
problem in model railroading, particularly under computer control.
It would be desirable to have a train stop appropriately in front
of a station or at a water tower or at block signals without having
to do it with hands on throttle manipulation. Having the locomotive
and train stop at a specified distance will allow for automatic
signal controls and collision avoidance, etc. without complicated
locomotive sensing and speed updating data in an external control
center computer based algorithm.
[0783] The technique is simple but may take some serious software
implementation to produce. Commands can be sent to stop the train
at some prescribed set of distances, say at 1000 scale ft, 750
feet, 500 feet, 250 feet, 100 feet and 50 feet or if on-board
computation is not a problem, the prescribed distances can be much
finer, perhaps in one foot divisions. Once a command is received by
the locomotive, and based on its current speed, the speed is
reduced in a mathematically correct way to slow the locomotive at a
prescribed deceleration. Since we know the speed, we can
incrementally change the speed over time at the proper deceleration
rate necessary to stop the train where we want it. Based on the
initial velocity V.sub.0 and the requested stopping distanced, d,
the deceleration is V.sub.0.sup.2/2d and the time to stop is
2d/V.sub.0. An example of the different deceleration (braking) and
stopping times for a distance of 1000 feet is shown in the table
below as a function of the initial velocity.
TABLE-US-00006 Deceleration or Braking and Time to Stop as a
Function of Distance and Initial Velocity. Conversion factor
Initial from mph to feet/sec. = Velocity Braking 1.467 Distance
(scale Scale (scale Time to stop (Feet) feet/sec) miles/hour
feet/sec.sup.2) Seconds 1000 176 120 15.4887 11.4 161 110 13.01481
12.4 147 100 10.75604 13.6 132 90 8.712396 15.2 117 80 6.883868
17.0 103 70 5.270462 19.5 88 60 3.872176 22.7 73 50 2.689011 27.3
59 40 1.720967 34.1 44 30 0.968044 45.5 29 20 0.430242 68.2 15 10
0.10756 136.4 0 0 0 N/A
[0784] This table shows a linear deceleration for each initial
velocity but the deceleration may vary over the distance to make
the stopping appear more realistic.
[0785] It would be possible to automate this process to insure that
trains stop appropriately in front of stations, block signals etc.
by isolating track areas (local command track section) where the
stopping commands can be transmitted locally. In this way, as the
locomotive passes over the local transmission area, it will begin
its deceleration based on its speed to stop in the prescribed
distance. If bi-directional communication were available in the
locomotive, the local command track section could receive the ID
number of the locomotive as it passed and selectively transmit
stopping commands. In this way, some trains would stop at a station
stops while others would continue past.
[0786] Other Features for Quantum Loco
[0787] Diesel Idle Sounds using RSS:
[0788] Most prototype diesel sounds range over eight notches with
different RPM settings. When the model locomotive is powered up and
moving, the looped digital sound record usually does not get too
monotonous or boring since Sound of Power labored sounds are being
generated along with other locomotive sounds and the notch position
is often being changed. However, at the lowest notch at idle, where
there are not a lot of changes occurring, a looped record can
become too repetitive, unrealistic and actually irritating. One
solution is to use our concept of random sequence sound for the
idle (see U.S. Pat. No. 5,832,431) to constantly generate
unpredictable sounds. These could simply be different regions of a
recorded idle record or more discernable events such as random
piston misfires. If on-board memory allowed, it would also be
possible to add slight changes in RPM since no prototype diesel
motor maintains a precise idle speed.
[0789] Lighting Operation:
[0790] Lighting is a dramatic part of model trains. With the advent
of Light Emitting Diode lamps that are very bright and require
little current, it is now possible to provide many different kinds
of lights even with HO and N Gauge trains. In particular, the
following kinds of lights can be operated under microprocessor
control in Quantum Engineer: 1) Headlight, 2) Reverse Light. 3)
Hazard Light (including Over Head Blinking Lights, Mars Lights,
Ditch Lights, Emergency Lights), 4) Interior Cab Light(s), 5) Front
and Rear Number Board Lights. 6) Truck Lights, 7) Engine Room
Lights, 8) Step or Porch Lights, 9) Firebox Lights, and 10)
Instrument Panel and Gauge Lights. Each of these could be
controlled separately through DCC or Analog commands.
[0791] Signaling for AC Powered Trains
[0792] Many of the different types of remote control signaling
described for DC powered trains can be applied to AC powered
trains. For instance, the MBA shown in FIG. 82 is shown connected
to a typical Lionel-like AC transformer in FIG. 101 for
transmitting Type 14 and Type 15 remote control signaling. AC
transformers like the transformer, 10101 in FIG. 101, usually have
two levers for train control. Throttle lever or knob, 10143, is
used to vary the output voltage at track terminals 10103. This is
generally 50/60 hertz sine waves with either variable amplitude or
phase modulation control. Voltage ranges from a typical minimum of
5 vac to a maximum of 16 to 21.5 vac.
[0793] The second lever, 10142, has two functions. If this lever is
rotated to position, 10140, track power is interrupted. This
function is used to change the direction of Lionel-like
locomotives. Each brief power interruption will change the
directional state from "Forward" (F) to "Neutral Before Reverse"
(NBR) to "Reverse" (R) to "Neutral Before Forward" (NBF) to
"Forward", etc. Some locomotives will "Reset" to a known
directional state after power has been off for an extended period,
usually in excess of 3 seconds.
[0794] If lever, 10142, is moved to position 10141, a DC offset is
applied to the AC throttle voltage as a remote control signal. With
AC powered trains, DC offset signals can be positive or negative.
New transformer designs use the positive DC offset to activate a
horn or whistle effect while a negative DC offset is used to
operate a bell feature. Older transformers had only one DC offset
and operated only the horn or whistle features.
[0795] Most transformers have a fixed AC accessory voltage output
shown here at output terminals 10102. This was usually selectable
by which terminals were connected or in some cases it could be
adjusted by a knob. All transformers that I am aware of use
unmodulated stepped down commercial power grid waveforms for their
fixed AC voltage accessory outputs. These are usually sine waves
with some distortion due to industrial and home appliance loading
and other power factor issues. For purposes of this discussion, the
fixed AC accessory voltage output, 10102, is assumed to be pure
sine waves and equal to or set at the highest possible throttle
voltage. However, the inventions described are not limited to any
specific setting for the "fixed AC accessory voltage"; any voltage
may be used but lower voltages may affect train performance.
[0796] Pass device, 10115, is used to phase modulate this fixed
accessory voltage. Although this is shown as a Triac, we will
assume that this is a general-purpose pass device that can turn on
or interrupt the waveform at any phase angle. If this pass device
is turned on and the relay is suddenly switched to fix AC voltage
accessory output, the waveform shown in FIG. 90 would result. Here
the normal track voltage, 9001, is disconnected and the output from
the fixed AC accessory voltage, 9002, is applied until at such
time, the relay is returned to the throttle output voltage, 9003.
For instructional purposes, we are showing the throttle voltage
about one half the fixed AC accessory voltage. Note that this
remote signal, 9002, could be used for a remote control signal
except when the throttle voltage was equal to the fixed AC
accessory voltage output.
[0797] FIG. 91 shows Type 14 signaling being used for the remote
control signal. Here pass device, 10104, in FIG. 101 can be used to
phase modulate each full cycle sine wave at 90.degree. and
270.degree. to produce symmetrical full sine waves or symmetrical
phase modulated sine waves. In this case, we have assigned a
modulated sine wave as a logic "1" and a full period sine wave as a
logic "0" although this assignment is arbitrary. In this example,
after normal throttle voltage, 9101, is replaced by Type 14
signaling from the fixed AC accessory voltage output, we first send
a "1" start bit, 9104, followed by the phase modulated signal,
9105, representing the eight bit word, (1, 0, 1, 1, 0, 1, 1, 0),
before returning to the original throttle voltage, 9103.
[0798] Type 15 Signaling is shown in FIG. 92, where each AC lobe
can be individually phase modulated at 90.degree. to double the
data rate from Type 14 Signaling. In this example, after the
throttle voltage, 9201, is replaced with the fixed AC accessory
voltage source, we first send double 1's start bits, 9204, followed
by the phase modulated Type 15 Signal, 9205, representing the eight
bit word, (1, 0, 1, 1, 0, 1, 1, 0), before returning to the
original throttle voltage, 9203.
[0799] All of the older Lionel transformers use variable amplitude
non-phased modulated sine waves for their throttle voltage. Even if
the throttle voltage was turned up to equal the fixed AC accessory
voltage source, it would be easy to distinguish when data was being
transmitted from detection of the phase modulated start bit or bits
from Type 14 or Type 15 signaling. This is shown in FIG. 95 where
it is quite clear when the normal track power, 9501, is replaced by
digital signaling with the detection of start bits, 9504, and the
following digital word, 9505. It is not as clear where the
transmission ends without a stop bit but if we know the length of
digital transmission, this is not a problem. However, modern
transformers often use fixed-amplitude variable phase-modulated
throttle voltage, which makes it difficult to detect Type 14 or
Type 15 remote control signals. This is illustrated in FIG. 93
where the phase controlled throttle voltage is set at half, which
means that each AC lobe looks like lobes used during digital
transmission. In this example, it is not possible to distinguish
the normal track power, 9301, for the start bit, 9304 or the first
transmitted bit in the data packet, 9305, of this Type 15
transmission. In fact, if the digital word were all ones, it would
be indistinguishable from the track power.
[0800] One way to prevent this problem is to make the start of the
digital word obvious. FIG. 94 illustrates a method where track
power, 9401, is interrupted for one full sine wave period as a
start indicator before digital transmission, 9405, is started (Type
15 Signaling in this example). This also allows a clean start for
digital transmission. In FIGS. 90 through 95, we show transferring
from normal track power to the fixed AC accessory voltage occurring
at zero crossings. In reality, unless we took care to switch only
at zero crossings, this transfer could take place at anytime in the
waveform. In addition, there is switching time of the relay, which
would cause a brief no-power period or perhaps some switching noise
voltage if inductive loads were present. If the pass device, 10104,
in FIG. 104 were off when the transfer was made, then there would
be time for all noise to settle and for the fixed AC accessory
voltage source to be established before digital transmission
occurred.
[0801] I am inferring that both Type 14 or Type 15 signaling can be
used for AC powered trains under analog operation and the obvious
choice would be the faster Type 15 signaling. However, Type 15
signaling can produce a DC offset depending on the data content of
the digital signal transmission, which can blow horns or trigger
on-board bells for standard AC operated trains under conventional
analog control. Type 14 signaling has the advantage of no DC
offsets and will not result in unwanted horn or bell operation on
older Lionel-like locomotives. DC offset is also an issue for the
start indicator, 9404, in FIG. 94, where we show a full period
timeout when a half period timeout might be sufficient. A full
period timeout has the advantage of no DC offset.
[0802] Under command control such as Lionel's TMCC, a DC offset is
not important since the horn and bell response to DC is disabled
under command operation. In this case, a complimentary command
control system can be developed using the faster Type 15 Signaling
that can operate at the same time as TMCC.
[0803] There is a power concern with both Type 14 and Type 15
signaling. During digital transmission, on the average one half of
the lobes or cycles will be at half voltage, which reduces the
power available to the motor drive, which may slow the locomotive
down. This is not much of a problem for conventional analog
operation of AC trains since the analog commands are short. At high
locomotive speeds, the natural momentum of the train should
maintain speed during these brief command transmissions. At low
speeds, the throttle voltage is quite low and the digital
transmission is at full AC accessory power. This might cause a
speed up of the train but not a slow down. If the locomotive has
speed control, there would be plenty of available power to maintain
speed at these low throttle settings.
[0804] However, under command control, where full track voltage is
maintained at all times, continuous digital transmission of data
could reduce the average track voltage by 25% to 50%. This would
not be tolerable for command control since it would lower the top
speed of locomotives considerably. This could be ameliorated by
increasing the peak track voltage but this puts a strain on the
remote object's electronic power supply design and will likely
increase its manufacturing cost.
[0805] An alternative method is shown in FIG. 96. In this waveform
we see two cycles of AC power where the second one has been phase
modulated at both the start and the end turning on at 45.degree.
and off 135.degree. for each of the last two lobes (we call this a
Twice-Phase Modulated waveform). The dark lines, 9606, represent
the phase modulated applied voltage and dotted lines, 9605,
represent the waveform from the fixed AC voltage accessory output.
The advantage of Twice-Phase Modulated (TPM) waveforms is shown in
FIG. 97, which shows the raw DC waveform that would typically be
produced at the on-board motor power supply, such as VDC for the
motor control supply shown in FIG. 65. Again the actual voltage is
represented by the dark line waveform while the dotted lines
represent what would be available if the fixed AC accessory voltage
were not phase modulated. The horizontal dotted line represents a
typical back EMF of a rotating motor in a locomotive that is moving
at high speed. The amount of torque delivered to such a motor is
proportional to its armature current, which is the applied voltage
less the back EMF divided by the armature resistance. The voltage
difference term is represented by the area above the back EMF
horizontal line and enclosed by the top portion of each applied
voltage waveform lobes, 9707, 9708, 9709, 9710. Although much of
the TPM waveforms for the last two lobes, 9703 and 9704, have been
reduced to zero for phase angles from 0.degree. to 45.degree. and
from phase angles from 135.degree. to 180.degree., this does not
appreciably affect the actual current delivered to the motor. In
other words, the areas, 9707 and 9708, above the back EMF line for
lobes, 9701 and 9702, are nearly equal to the areas, 9709 and 9710,
above the back EMF line for lobes 9703 and 9704. This means that
the top speed of these locomotives is reduced very little by phase
modulating the power waveform in this manner. The only reduction in
motor current occurs during startup where the eliminated lower
portions of the TPM waveforms will have an effect. Even so, with
the phase angles used in this example, the reduction in start up
motor current is only 35%. Since most model locomotives are
overpowered and accelerate much too fast for realistic operation,
any reasonable inertia setting will provide the same behavior with
full sine waves or the phase modulated waves shown in this example.
Although TPM lobes are applicable for conventional analog
operation, its main advantage is command control where digital data
is continually being transmitted.
[0806] Type 16 Signaling:
[0807] In command control, there is no need to switch between
normal track power and AC remote control signaling. The relay,
10104, in FIG. 101 can remain in the fixed AC accessory voltage
output connection and pass device, 10115, can be used for phase
modulation of this voltage for digital transmission. The waveform
in FIG. 98 is an example of transmitting digital information in
such a command control environment using TPM waveforms. In this
case, we use either a positive or negative lobes to transmit one
bit each. We have arbitrarily assigned a logic "1" to TPM lobes and
a logic "0" to full lobes. The normal track voltage when no command
data is being transmitted is a series of "0" or full sine waves
called "Idle Transmission", 9801. In this example, we use a start
"1" bit, 9804, to indicate that a command is being sent followed by
Type 16 signaling, 9805. In this case, we are transmitting the
digital word, (1, 0, 1, 1, 0, 1, 1, 0). At the end of the command,
we continue with Idle Transmission, 9803.
[0808] Type 17 Signaling:
[0809] While we have improved available power under command control
using TPM lobes, we may have degraded waveform detection over using
half phase modulated waves such as those shown in FIG. 92. If
detection was simply the average voltage, the voltage measurement
for a half phase shifted waveform is 1/2 a full lobe but the
voltage of TPM lobe is only reduced by about 1/3. However, the
amount of time that a half-phase modulated lobe or a TMP lobe is
off (zero voltage) is the same at 50%. If we detected off-time
rather than average voltage, we have the same detection reliability
for both types of signals. However, instead of applying this
concept to each lobe, it would be better to apply it to the
off-time between two lobes. This is illustrated in FIG. 99. Here we
have four different kinds of lobes, where any lobe can be phase
modulated to turn on at 45.degree., or turn off 135.degree., or
both turned on at 45.degree. and off at 135.degree., or not phase
modulated at all. We will call these four different lobes, Enable
Phase Modulated (EPM), 9904, Disable Phase Modulated (DPM), 9902,
Twice Phase Modulated (TPM), 9903, and Non-Phase Modulated (NPM),
9901.
[0810] These four types of lobes are shown in waveform diagram in
FIG. 100. Here a digital zero is a long duration of no voltage
during a zero crossing and a digital one is made up of a very short
or non-existent period during a zero crossing. For the phase angles
described above for TPM lobes, 60 hertz waveforms would produce a
zero crossing time of 4.17 m-seconds for a logic "0" which should
be easily detected compared to the zero or near zero value of a
logic 2. This is called Type 17 signaling and can be used with
either AC or DC powered trains and command control.
[0811] Type 18 Signaling:
[0812] Since there four distinct lobe types, and if it were
possible to detect each type, then each lobe could represent two
bits such as indicated in the table below:
TABLE-US-00007 Type of Lobe Bit Value NPM 00 EPM 01 DPM 10 TPM
11
[0813] An example of this type of transmission is shown in FIG.
103. In FIG. 103, normal "0" idle bits, 10301, are followed by
start bit, 10304, represented by a DPM lobe, followed by a digital
word, 10305, where each lobe represents two bits as shown above,
followed by a return to "0" idle bits, 10303. This has a data rate
of 200/220 bits per second for 50/60 hertz sine waves.
[0814] Type 19 Signaling:
[0815] We can combine Type 18 signaling with lobing technology
described in U.S. Pat. No. 5,773,939 to double the data rate. Each
of the four types of lobes and their polarity can specify three
bits each according to the example assignments in the table
below:
TABLE-US-00008 Type of Lobe Bit Value +NPM 000 +EPM 001 +DPM 010
+TPM 011 -NPM 100 -EPM 101 -DPM 110 -TPM 111
[0816] Where a "+" indicates a positive lobe and a "-" indicates a
negative lobe. In FIG. 104, normal "0" idle bits, 10401, are
followed by start bit, 10404, represented by a +DPM lobe, followed
by a digital word, 10405, where each lobe represents three bits as
shown above, followed by a return to "0" idle bits, 10403. Lobes,
10406, 10407 and 10408, have been flipped from their normal AC
polarities. This method has a data rate of 400/440 bits per second
for 50/60 hertz AC waveforms.
[0817] The MBA shown in FIG. 102 provides all the advantages of the
MBA described for FIG. 87 but is designed to flip lobes of pure
sine waves supplied by the bridge rectifier, 10219, to the active
bridge circuit 10215. This circuit is capable of generating all
types of signaling described above including Type 16, 17, 18, and
19 signaling.
[0818] Another type of signaling that can be generated with an MBA
like the one shown in FIG. 101 or FIG. 102 is to send out DC remote
control signals. In FIG. 101, if the relay is connected to the
output for the fixed AC accessory voltage, 10102, then pass device,
10115, can be used to provide phase modulated half-wave rectified
DC from zero volts to about one-half the fixed AC voltage. In FIG.
102, active bridge, 10215, can provide any amount of DC from zero
to full-wave rectified voltage equal to the fixed AC voltage. This
DC signal can be used to operate horns and bells on standard
Lionel-like locomotives. Since this DC voltage using the MBA in
FIG. 101, cannot supply full voltage, locomotives may slow down
when DC remote control signals are sent. However, the MBA in FIG.
102 can send out full DC equal to the applied throttle voltage,
which can operate these locomotive's horns and bells without
slowdown.
[0819] In addition, DC can be used to generate digital code by
interleaving the AC throttle voltage with DC signals using any of
the signal types described for DC powered trains where AC and DC
are used together, such as those described in FIGS. 72, 73, 75, 83,
86, and 88. The main difference is that the starting track voltage,
such as 7310, in FIG. 73 will be the AC track voltage instead of DC
and the first bit or start bit will be DC rather than AC. However,
the basic methods of alternating AC signals with DC signals would
remain the primary method of digital encoding. Also phase
modulation could be used to ensure that when DC was applied, it had
a voltage appropriate to maintain locomotive speed.
[0820] The DC remote control signal can also be used to generate
digital code using any of the polarity reversal techniques such as
Type 1, Type 2, Improved Type 2, or Type 3, described for FIGS. 4,
9, 10, 11 and 12 as well as any bi-directional techniques described
for FIGS. 20, 21, 22, 33, and 34. Again, the main difference with
AC powered trains is that the starting track voltage will be the AC
track voltage instead of DC.
[0821] 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.
[0822] 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.
[0823] 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.
[0824] 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 sever) 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).
* * * * *