U.S. patent number RE42,284 [Application Number 11/933,290] was granted by the patent office on 2011-04-12 for signaling techniques for dc track powered model railroads.
Invention is credited to Patrick Allen Quinn, Frederick E. Severson.
United States Patent |
RE42,284 |
Severson , et al. |
April 12, 2011 |
Signaling techniques for DC track powered model railroads
Abstract
Electronic circuits and methods are provided for remote control
of a locomotive in a model railroad layout having an interruptible
DC power supply coupled to the railroad track. The locomotive motor
is isolated from the track so as to allow use of polarity reversals
on the track power signal for controlling remote effects in the
locomotive such as sound effects. An on-board electronic state
generator is provided in the locomotive for maintaining one at a
time of a predetermined set of states, at least one of the states
having a corresponding remote effect associated therewith. Remote
control signals such as a reverse in polarity of the DC track power
signal are used to clock the state generator to a desired state,
thereby permitting control of a plurality of remote effects using
only the traditional DC power supply interface. The locomotive
motor is controlled by a motor reverse unit so that the motor
direction is controllable independently of the polarity of the DC
power signal applied to the track. Accordingly, both motor
direction and remote effects are controllable using only the
throttle and polarity reversal switch which are available in known
DC model railroad power supplies.
Inventors: |
Severson; Frederick E.
(Beaverton, OR), Quinn; Patrick Allen (Beaverton, OR) |
Family
ID: |
27359624 |
Appl.
No.: |
11/933,290 |
Filed: |
October 31, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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08012364 |
Feb 2, 1993 |
5394068 |
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07480078 |
Feb 14, 1990 |
5184048 |
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07037721 |
Apr 13, 1987 |
4914431 |
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06672397 |
Nov 16, 1984 |
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Reissue of: |
08127630 |
Sep 27, 1993 |
05448142 |
Sep 5, 1995 |
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Current U.S.
Class: |
318/280;
104/DIG.1; 246/187A |
Current CPC
Class: |
H02J
13/00009 (20200101); H02J 13/0001 (20200101); A63H
19/10 (20130101); A63H 19/14 (20130101); A63H
19/24 (20130101); Y10S 104/01 (20130101); A63H
2019/246 (20130101) |
Current International
Class: |
H02P
7/00 (20060101) |
Field of
Search: |
;318/280-286,16,34,51,53,54,59,67,587 ;388/807-815
;104/300-302,DIG.1 ;340/825.69-825.72,825.76 ;246/187A,187B |
References Cited
[Referenced By]
U.S. Patent Documents
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|
Primary Examiner: Salata; Jonathan
Attorney, Agent or Firm: Stolowitz Ford Cowger LLP
Parent Case Text
This application is a continuation-in-part of U.S. Ser. No.
08/012,364, filed Feb. 1, 1993 now U.S. Pat. No. 5,394,068, which
is a division of U.S. Ser. No. 07/480,078, filed Feb. 14, 1990, now
U.S. Pat. No. 5,184,048, which is a division of U.S. Ser. No.
07/037,721, filed Apr. 13, 1987, now U.S. Pat. No. 4,914,431 which
is a division of Ser. No. 06/672,397, filed Nov. 16, 1984, now
abandoned. .COPYRGT.Copyright Frederick Severson and Patrick Quinn
1993: The disclosure of this patent document contains material
which is subject to copyright protection. The copyright owners have
no objection to facsimile reproduction by anyone of the patent
document or the patent disclosure, as it appears in the Patent and
Trademark Office patent file or records, but otherwise reserve all
copyrights whatsoever.
Claims
We claim:
1. A model train locomotive for use on a model railroad track that
is coupled to a power supply for controllably applying a
polarity-reversible DC track power signal to the track, the
locomotive comprising: a motor for driving the locomotive over the
track; means for isolating the motor from the track so as to allow
use of polarity-reversals on the track power signal for controlling
remote effects; and means responsive to polarity-reversals on the
DC track power signal for controlling remote effects without
reversing the motor.[...]. .Iadd.wherein the DC track power signal
consists of an adjustable-voltage electric current having a single,
selected polarity except when at least one polarity-reversal occurs
for controlling remote effects. .Iaddend.
2. A model train locomotive according to claim 1 wherein the means
for controlling remote effects includes: an on-board electronic
state generator for indicating a present state that is one of a
predetermined series of states, at least one of the states having a
corresponding remote effect associated therewith; means coupled to
the electronic state generator and responsive to a first remote
control signal conveyed to the locomotive over the track for
changing the present state of the state generator to a present
state that corresponds to a desired remote effect, thereby
selecting the desired remote effect; and means coupled to the
electronic state generator and responsive to a second remote
control signal conveyed to the locomotive over the track for
operating the selected remote effect, whereby multiple remote
effects are controllable through use of the first and second remote
control signals.
3. A model train locomotive according to claim 2 wherein one of the
first and second remote control signals includes a reversal in
polarity of the DC power signal applied to the track (PR).
4. A model train locomotive according to claim 2 wherein one of the
first and second remote control signals comprises two reversals in
polarity of the DC power signal applied to the track, the two
reversals occurring within a predetermined time interval so as to
form a polarity reversal pulse (PRP).
5. A model train locomotive according to claim 2 wherein one of the
first and second remote control signals includes an interruption in
the DC track power signal having a duration greater than a
predetermined minimum duration.
6. A model train locomotive according to claim 2 wherein one of the
first and second remote control signals includes a track power
signal having a voltage magnitude in excess of a predetermined
level (HV).
7. A model train locomotive according to claim 2 wherein one of the
first and second remote control signals includes a high voltage
pulse (HVP) on the track power signal.
8. A model train locomotive according to claim 1 further comprising
a motor reverse unit for driving the motor according to a
selectable direction state, whereby the motor direction is
controllable independently of the polarity of the DC power signal
applied to the track.
9. A model train locomotive according to claim 8 wherein the motor
reverse unit has a plurality of selectable direction states
including forward, reverse and neutral direction states, and
further includes means for changing the direction state in response
to an interruption in the DC track power signal having a duration
greater than a predetermined minimum duration.
10. In a DC powered model train locomotive having a motor, a method
of using polarity reversals of the DC track power signal as a
remote control signal, the method comprising the steps of:
receiving the DC track power signal through the wheels of the
locomotive; rectifying the DC track power signal so as to form a DC
output signal having a predetermined polarity independent of the
polarity of the DC track power signal; selecting a direction state
that is one of a predetermined series of direction states including
forward, reverse and neutral states; selecting a DC signal polarity
for driving the motor in a motor direction corresponding to the
selected direction state; and applying the DC output signal to the
motor with the selected DC signal polarity, thereby driving the
motor in the motor direction corresponding to the selected
direction state notwithstanding a reversal in polarity of the DC
track power signal.
11. A method according to claim 10 further comprising: detecting a
polarity reversal of the DC track power signal; and controlling a
remote effect in response to the detected polarity reversal.
12. A method according to claim 10 further comprising: selecting a
desired remote effect; and operating the selected remote effect in
response to a polarity reversal of the DC track power signal.
13. A method according to claim 10 further comprising: in response
to an interruption in the DC track power signal having a duration
greater than a predetermined minimum duration, resetting the
on-board electronic state generator so as to select a .reset state
as the present state.
14. A method according to claim 10 further comprising, in response
to an interruption in the DC track power signal having a duration
greater than a predetermined minimum duration, changing the
selected direction state.
15. A method according to claim 10 further comprising changing the
direction state in response to a polarity reversal of the DC track
power signal.
16. In a DC powered model train locomotive having a motor, a method
of using polarity reversals of the DC track power signal as a
remote control signal, the method comprising the steps of:
maintaining a selected one at a time of a series of On-Board State
Generator (OBSG) states, at least one of the OBSG states having a
corresponding remote effect associated therewith; changing the OBSG
state by applying a first remote control signal to the locomotive;
and repeating said changing step so as to select the OBSG state
that has a desired remote effect associated therewith.
17. A method according to claim 16 wherein each of the OBSG states
has a corresponding one of a series of direction states, the series
including a forward state, a neutral state, a reverse state and a
reset state; and further comprising: advancing the direction state
to a next one of the series of direction states in response to an
interruption in the DC track power signal having a duration longer
than a predetermined minimum duration.
18. A method according to claim 16 wherein the first remote control
signal includes a polarity reversal of the DC track power
signal.
19. A method according to claim 16 wherein the first remote control
signal includes a high-voltage pulse on the track power signal.
20. A method according to claim 16 further comprising operating the
selected remote effect in response to a second remote control
signal.
21. A method according to claim 20 wherein the second remote
control signal includes a polarity reversal of the DC track power
signal.
22. A method according to claim 20 wherein the second remote
control signal includes a polarity reversal pulse on the DC track
power signal.
.Iadd.23. A model train locomotive according to claim 1 wherein the
means responsive to polarity-reversals on the DC track power signal
for controlling remote effects includes: an on-board electronic
state generator ("OBSG") for indicating a present state that is one
of a predetermined series of states, at least one of the states
having a corresponding remote effect associated therewith; means
coupled to the electronic state generator and responsive to a
remote control signal conveyed to the locomotive over the track for
operating a selected remote effect, whereby multiple remote effects
are controllable through use of the on-board electronic state
generator and the remote control signals. .Iaddend.
.Iadd.24. A model train locomotive according to claim 23 where at
least one of said states with corresponding remote control effect
exists only for a predetermined amount of time. .Iaddend.
.Iadd.25. A model train locomotive according to claim 24 where the
series of states includes a temporal state with corresponding
remote control effect is activated when a horn remote control
signal is present for a predetermined amount of time. .Iaddend.
.Iadd.26. A model train locomotive according to claim 25 where
succession and reapplication of said horn signal will activate said
corresponding remote control effect associated with the temporal
state if reapplication of horn signal occurs while said temporal
state is present. .Iaddend.
.Iadd.27. A model train locomotive according to claim 26 where said
remote effect is a Doppler shift effect that affects the frequency
and volume of electronic on-board locomotive sounds. .Iaddend.
.Iadd.28. A model train locomotive according to claim 27 where said
Doppler shift effect sounds gradually return to normal sounds after
a predetermined period of time after said reapplied horn signal
stops. .Iaddend.
.Iadd.29. A model train locomotive according to claim 23
additionally comprising detection means responsive to two reversals
of polarity of the DC track power signal applied to the track, the
two reversals occurring within a predetermined time interval so as
to form a polarity reversal pulse (PRP). .Iaddend.
.Iadd.30. A model train locomotive according to claim 29
additionally comprising digital detection means responsive to
digital data from a series of PRP's. .Iaddend.
.Iadd.31. A model train locomotive according to claim 30, where the
digital detection means is responsive to a counted number of PRP
remote control signals. .Iaddend.
.Iadd.32. A model train locomotive according to claim 29, where the
PRP detection means is responsive by advancing feature options with
each application of a PRP remote control signal. .Iaddend.
.Iadd.33. A model train locomotive according to claim 29 further
comprising means responsive to the pulse width of a PRP remote
control signal. .Iaddend.
.Iadd.34. A model train locomotive according to claim 29 further
comprising means responsive to PRP's of different pulse widths of a
remote control signal. .Iaddend.
.Iadd.35. A model train locomotive according to claim 30 further
comprising means responsive to a series of PRP's of different pulse
widths of a digital remote control signal. .Iaddend.
.Iadd.36. A model train locomotive according to claim 30 where PRP
signals are of such short duration that the speed of standard DC
powered locomotives are not noticeably affected when PRP signaling
is being sent. .Iaddend.
.Iadd.37. A model train locomotive according to claim 1 further
comprising a motor controller, and wherein the power applied to the
motor by the motor controller, or throttle setting, is a function
of a voltage of the polarity-reversible DC track power signal
applied to the track. .Iaddend.
.Iadd.38. A model train locomotive according to claim 37 where the
amount of applied DC track power signal voltage is varied by
amplitude of the DC track power signal waveform. .Iaddend.
.Iadd.39. A model train locomotive according to claim 37, where the
amount of applied DC track power signal voltage is varied by
pulse-width modulation of the DC track power signal waveform.
.Iaddend.
.Iadd.40. A model train locomotive according to claim 37, where the
amount of applied DC track power signal voltage is varied by
amplitude of a filtered pure DC track power signal waveform.
.Iaddend.
.Iadd.41. A model train locomotive according to claim 37, where the
amount of applied DC track power signal voltage is varied by a
combination of pulse-width modulation and amplitude variation of
the DC track power signal wavefrom. .Iaddend.
.Iadd.42. A model locomotive according to claim 37 whereby the
motor controller is responsive only to the amount of the applied DC
track power signal voltage above a predetermined value.
.Iaddend.
.Iadd.43. A model locomotive according to claim 37 further
comprising mathematic methods to change the functional response of
the motor controller to the amount of applied DC track power signal
voltage to match performance of other locomotives that have
different motor and gearing characteristics. .Iaddend.
.Iadd.44. A model train locomotive according to claim 37
additionally comprising detection means responsive to two reversals
of polarity of the DC track power signal applied to the track, the
two reversals occurring within a predetermined time interval so as
to form a polarity reversal pulse (PRP). .Iaddend.
.Iadd.45. A model train locomotive according to claim 44
additionally comprising digital detection means responsive to
digital data from a series of PRP's. .Iaddend.
.Iadd.46. A model train locomotive according to claim 44 further
comprising detection means responsive to the pulse width of a PRP
remote control signal. .Iaddend.
.Iadd.47. A model train locomotive according to claim 45 further
comprising detection means responsive to PRP's of different pulse
widths of a remote control signal. .Iaddend.
.Iadd.48. A model train locomotive according to claim 45 further
comprising detection means responsive to PRP's of different pulse
widths of a digital remote control signal. .Iaddend.
.Iadd.49. A model train locomotive according to claim 1 where the
motor is a DC permanent magnet type. .Iaddend.
.Iadd.50. A model train locomotive according to claim 1 where the
motor is an AC/DC Universal type. .Iaddend.
.Iadd.51. A model train locomotive according to claim 1 where the
means responsive to polarity-reversals is a detector with inputs
connected to the track. .Iaddend.
.Iadd.52. A model train locomotive according to claim 51 where the
detector is analog. .Iaddend.
.Iadd.53. A model train locomotive according to claim 51 where the
detector is digital. .Iaddend.
.Iadd.54. A model train locomotive according to claim 53 where the
detector is a microprocessor-based system that digitizes and
analyzes the track voltage by mathematic methods. .Iaddend.
.Iadd.55. A model train locomotive according to claim 1 where
isolation means is a full-wave bridge rectifier. .Iaddend.
.Iadd.56. A model train locomotive according to claim 1 where
isolation means are relays. .Iaddend.
.Iadd.57. A model train locomotive according to claim 1 where
isolation means are independent full-wave bridge rectifiers with
each bridge input connected to different locomotive pickup pairs.
.Iaddend.
.Iadd.58. A model train locomotive according to claim 57 further
comprising detection means to detect the polarity of each pickup
pair. .Iaddend.
.Iadd.59. A model train locomotive according to claim 58 further
comprising means to discriminate between traversing a reverse loop
and detection of polarity reversal remote control signals (PR's or
PRP's). .Iaddend.
.Iadd.60. A model train locomotive according to claim 1 where said
model railroad track further comprises raised insulators at
specific track joints to prevent pickup wheels on said locomotive
from shorting between two contiguous rail sections of different
polarity. .Iaddend.
.Iadd.61. A model train locomotive according to claim 1 further
comprising means to affect the motor power and motor direction
independently of the applied track voltage. .Iaddend.
.Iadd.62. A model train locomotive according to claim 61 with means
to detect motor speed to determine locomotive speed. .Iaddend.
.Iadd.63. A model train locomotive according to claim 62 where
motor speed detection means is measurement of Back EMF of the
motor. .Iaddend.
.Iadd.64. A model train locomotive according to claim 62 further
comprising: A flywheel connected to the motor shaft with parallel
dark and light bands, An L.E.D. transmitter and receiver pair
mounted next to the flywheel to detect the motion of the dark and
light bands as the flywheel turns, An output of the L.E.D. receiver
connected to a microprocessor to determine the locomotive speed.
.Iaddend.
.Iadd.65. A model train locomotive according to claim 23 where an
on-board state generator (OBSG) state is the locomotive speed.
.Iaddend.
.Iadd.66. A model train locomotive according to claim 61 where the
motor power and direction control means are responsive to PR
signals. .Iaddend.
.Iadd.67. A model train locomotive according to claim 66 where
motor direction means are responsive to power being reapplied with
a changed polarity. .Iaddend.
.Iadd.68. A model train locomotive according to claim 1 comprising:
motor power control circuitry, a sound reproducing system, a memory
that stores a plurality of digital sound samples at different
memory locations wherein the sound effects contain multiple samples
that emulate a train locomotive under different conditions; and a
controller connected to the memory for recalling at least one of
the sound effects, wherein the controller is an integrated sound,
motor, and remote effects controller. .Iaddend.
.Iadd.69. A model train locomotive according to claim 68 where said
controller is a microprocessor. .Iaddend.
.Iadd.70. A model train locomotive according to claim 68 wherein
the controller includes random effects. .Iaddend.
.Iadd.71. A model train locomotive according to claim 70 wherein
the random effects include random variation lighting intensity to
simulate a fire. .Iaddend.
.Iadd.72. A model train locomotive according to claim 1 wherein the
means for controlling remote effects is responsive to cessation of
the DC track power signal to affect remote effects. .Iaddend.
.Iadd.73. A model train locomotive according to claim 1 wherein the
means for controlling remote effects is responsive to two reversals
of polarity of the track power signal applied to the track, the two
reversals occurring within a predetermined time interval so as to
form a polarity reversal pulse (PRP). .Iaddend.
.Iadd.74. A model train locomotive according to claim 73
additionally comprising detection means responsive to data from a
series of PRP's. .Iaddend.
.Iadd.75. A model train locomotive according to claim 73 further
comprising detection means responsive to the pulse width of a PRP
remote control signal. .Iaddend.
.Iadd.76. A model train locomotive according to claim 74 further
comprising detection means responsive to PRP's of different pulse
widths of a remote control signal. .Iaddend.
.Iadd.77. A model train locomotive according to claim 68 where
commands are amplified bi-polar digital signals made up of a series
of PRP's of different pulse widths (Frequency Shift Keying "FSK"
transmissions) to allow locomotive addressing, control of
locomotive motor, control of sound effects and special effects.
.Iaddend.
.Iadd.78. A model train locomotive according to claim 68 where the
DC track power signal is superimposed on 50/60 Hz AC track power
with plus and/or minus DC signaling to control remote effects.
.Iaddend.
.Iadd.79. A model train locomotive according to claim 68 wherein
the sound reproducing system is controlled by said controller to
affect the quality and quantity of the sounds. .Iaddend.
.Iadd.80. A model train locomotive according to claim 79 wherein
system volume is controlled by said controller and by remote
control commands from a user. .Iaddend.
.Iadd.81. A model train locomotive according to claim 80 where each
PRP incrementally affects the system volume. .Iaddend.
.Iadd.82. A model train locomotive according to claim 79 further
comprising standard audio test tones for testing the sound
reproducing system . .Iaddend.
.Iadd.83. A model train locomotive according to claim 79 wherein a
system tonal quality is controlled by said controller and by remote
control commands from a user. .Iaddend.
.Iadd.84. A model train locomotive according to claim 79 further
comprising means to sense audio output from the sound reproducing
system, and software means to determine the quality of the sound.
.Iaddend.
.Iadd.85. A model train locomotive according to claim 84 further
comprising means to change the system volume to reduce distortion
under conditions of low voltage. .Iaddend.
.Iadd.86. A model train locomotive according to claim 84 where
sensing means to sense the audio output is an on-board digitizer
(ADC). .Iaddend.
.Iadd.87. A model train locomotive according to claim 84 where said
quality of sound is used to determine if sound quality is within
specifications. .Iaddend.
.Iadd.88. A model train locomotive according to claim 87 further
comprising standard audio test tones for testing the audio system.
.Iaddend.
.Iadd.89. A model train locomotive according to claim 79 wherein
individual sound sample volume is controlled by said controller and
by remote control commands from a user. .Iaddend.
.Iadd.90. A model train locomotive according to claim 89 where said
commands are repeated PRP where each PRP incrementally affects the
individual volume. .Iaddend.
.Iadd.91. A model train locomotive according to claim 69 wherein
said motor control circuitry is controlled by said microprocessor
to affect the motor power and motor direction independently of the
track voltage polarity. .Iaddend.
.Iadd.92. A model train locomotive according to claim 91 wherein
motor operation includes separate neutral non-moving states.
.Iaddend.
.Iadd.93. A model train locomotive according to claim 91 wherein
said motor control circuitry comprises relays and/or pass devices
to affect the motor power and direction through microprocessor
control. .Iaddend.
.Iadd.94. A model train locomotive according to claim 93 wherein
said pass devices use pulse width modulation (PWM) to change the
motor power though microprocessor control. .Iaddend.
.Iadd.95. A model train locomotive according to claim 93 wherein
said pass devices are SCR's, Transistors, Triac's, or HEXFET's.
.Iaddend.
.Iadd.96. A model train locomotive according to claim 68 whereby
the motor control circuitry is responsive only to the amount of the
applied track power signal above a predetermined value.
.Iaddend.
.Iadd.97. A model train locomotive according to claim 68 further
comprising mathematic methods to change the functional response of
the motor control circuitry to the variable voltage track power
signal to match performance of other locomotives that have
different motor and gearing characteristics. .Iaddend.
.Iadd.98. A model train locomotive according to claim 78 further
comprising means to determine locomotive speed and detector means
responsive to DC horn commands to maintain constant speed when horn
commands are applied. .Iaddend.
.Iadd.99. A model train locomotive according to claim 78 where said
superimposed plus and minus DC signaling on AC track power are
binary digital commands to allow locomotive addressing, control of
locomotive motor, control of sound effects and special effects.
.Iaddend.
.Iadd.100. A model train locomotive according to claim 78 wherein
track detector means responds to a magnitude of superimposed plus
and minus DC signaling to affect features in an analog manner.
.Iaddend.
.Iadd.101. A model train locomotive according to claim 69 further
comprising means to determine locomotive speed. .Iaddend.
.Iadd.102. A model train locomotive according to claim 101 where
means to determine locomotive speed comprises: a magnet; magnetic
field sensor, wherein the sensor is affected by the relative motion
of said magnet and magnet field sensor. .Iaddend.
.Iadd.103. A model train locomotive according to claim 102 wherein
the magnet is a magnetic pole piece of an electric motor, the
magnetic field sensor is an electric motor armature, where the
sensor is affected by the relative motion of said motor magnetic
pole pieces by producing a measurable voltage (back-EMF)
proportional to the rotation velocity of said motor armature.
.Iaddend.
.Iadd.104. A model train locomotive according to claim 103 further
comprising: an Analog to Digital Converter (ADC) connected directly
to motor brush terminals to measure the motor Back EMF during
periods when the applied motor voltage is below the generated Back
EMF; the said ADC digital output connected to said microprocessor
to determine the locomotive speed. .Iaddend.
.Iadd.105. A model train locomotive according to claim 104 wherein
said motor controller disconnects the motor from the motor power
source for a specified period of time to allow said ADC to measure
the motor Back EMF. .Iaddend.
.Iadd.106. A model train locomotive according to claim 69 further
comprising: A flywheel connected to the motor shaft with parallel
dark and light bands, An L.E.D. transmitter and receiver pair
mounted next to the flywheel to detect the motion of the dark and
light bands as the flywheel turns, The output of the L.E.D.
receiver connected to a microprocessor to determine the locomotive
speed. .Iaddend.
.Iadd.107. A model train locomotive according to claim 104 where
the microprocessor can calculate and log an approximate number of
motor revolutions for use in locomotive maintenance. .Iaddend.
.Iadd.108. A model train locomotive according to claim 104 further
comprising means for diagnostic testing, wherein the microprocessor
determines from said speed measurements the amount of binding or
irregularities in motor performance or the amount of current draw
or the sound quality. .Iaddend.
.Iadd.109. A model train locomotive according to claim 104 further
comprising means to report when the motor has stopped or report the
direction of rotation of the motor when powered. .Iaddend.
.Iadd.110. A model train locomotive according to claim 101 where
Back EMF or other motor speed measurement is used to determine the
speed of the locomotive in scale miles per hour. .Iaddend.
.Iadd.111. A model train locomotive according to claim 110 wherein
the microprocessor calculates by mathematical methods how far a
locomotive has traveled by time and speed measurement.
.Iaddend.
.Iadd.112. A model train locomotive according to claim 110 where
the microprocessor can calculate by mathematical methods how far a
locomotive has traveled by time and speed measurement.
.Iaddend.
.Iadd.113. A model train locomotive according to claim 68 where
sound samples are digital. .Iaddend.
.Iadd.114. A model train locomotive according to claim 68 where
sound samples can be played at the same time. .Iaddend.
.Iadd.115. A model train locomotive according to claim 113 where
sound samples emulate a prototype locomotive at different speeds.
.Iaddend.
.Iadd.116. A model train locomotive according to claim 115 where
digital sound samples are of prototype locomotive electric traction
motors at different speeds. .Iaddend.
.Iadd.117. A model train locomotive according to claim 115 where
digital sound samples are of prototype locomotive steam engine
exhaust at different speeds. .Iaddend.
.Iadd.118. A model train locomotive according to claim 101 further
comprising at least one of the following: digital sound samples of
prototype steam exhaust at different speeds or traction motors at
different RPM's, wheel clickity-clack at different speeds,
squealing brake sounds wherein appropriate sounds are synchronized
to the locomotive speed. .Iaddend.
.Iadd.119. A model train locomotive according to claim 69 further
comprising: A speed control circuit on-board the model locomotive
coupled to the microprocessor, A speed sensor on-board the
locomotive coupled to the microprocessor for sensing the present
speed of the model locomotive, A motor voltage sensor for sensing
the present applied motor voltage, Software means to compute the
motor load, and Software routines, which decrease or increase motor
power to equalize the powered shared between locomotives motors in
multiple headed train consists. .Iaddend.
.Iadd.120. A model train locomotive according to claim 69 further
comprising: A speed control circuit on-board the model locomotive
coupled to the microprocessor, A speed sensor on-board the
locomotive coupled to the microprocessor for sensing the present
speed of the model locomotive, Remote control commands to set the
speed of the locomotive, and Software routines, which compare the
speed from said speed sensor, compared to said set speed for
controlling the motor so that the locomotive speed matches the set
speed. .Iaddend.
.Iadd.121. A model train locomotive according to claim 120 wherein
the speed of the model locomotive is maintained at substantially
the set speed regardless of changes in model train work load.
.Iaddend.
.Iadd.122. A model train locomotive according to claim 69 further
comprising: means for adjusting the locomotive's speed, means for
sensing the locomotive's present speed, and wherein the
microprocessor receives commands to set the desired speed, for
comparing the present speed to the set speed and for controlling
the means for adjusting so that the locomotive's speed
substantially matches the set speed. .Iaddend.
.Iadd.123. A model train locomotive according to claim 122 further
comprising means for sensing the load conditions of the model
train, whereby said microprocessor takes the load conditions into
account when controlling the means for adjusting. .Iaddend.
.Iadd.124. A model train locomotive according to claim 69
comprising: software to process one of said commands to set speed
of said locomotive; a motor control circuit; and a speed control
circuit that monitors the locomotive's speed and provides
information to the microprocessor concerning a current speed of the
locomotive, such that the processor compares the present speed of
the locomotive to the set speed and outputs a command to a motor
control circuit to drive the train to run at a set speed.
.Iaddend.
.Iadd.125. A model train locomotive according to claim 124 wherein
the microprocessor commands the motor driving means to increase the
motor power as the locomotive moves up a grade and to decrease the
motor power as the locomotive moves down a grade in order to
maintain the locomotive at the set speed. .Iaddend.
.Iadd.126. A model train locomotive according to claim 124 wherein
the microprocessor commands the motor power control circuitry to
change the power to the motor as the track voltage changes in order
to maintain the locomotive at the set speed. .Iaddend.
.Iadd.127. A model train locomotive according to claim 124 wherein
the microprocessor commands the motor driving means to increase the
motor power as the locomotive moves through tight curves in order
to maintain the locomotive at the set speed. .Iaddend.
.Iadd.128. A model train locomotive of claim 124 whereby the
microprocessor commands the motor control circuit to increase the
motor power due to increased load conditions on the locomotive.
.Iaddend.
.Iadd.129. A model train locomotive of claim 124 whereby the
microprocessor commands the motor control circuit to increase the
motor power as the locomotives moves up grade. .Iaddend.
.Iadd.130. A model train locomotive of claim 124 whereby the
microprocessor commands the motor control circuit to decrease the
motor power as the locomotive moves down grade. .Iaddend.
.Iadd.131. A model train locomotive of claim 124 wherein the model
train's speed is calibrated in scale miles-per-hour. .Iaddend.
.Iadd.132. A model train locomotive of claim 124 wherein the
microprocessor commands the motor control circuit to increase the
motor power when load conditions on the locomotive increase, and to
decrease the motor power when load conditions on the locomotive
decrease in order to maintain the locomotive at the set speed.
.Iaddend.
.Iadd.133. A model train locomotive of claim 124 wherein the
microprocessor commands the motor control circuit to increase the
motor power as the train moves up grade and to decrease the motor
power as the locomotive moves down grade in order to maintain the
train at the desired speed. .Iaddend.
.Iadd.134. A model train locomotive of claim 124 wherein the
microprocessor software further includes programmed speeds at
different times to simulate locomotive momentum during gradual
startup or gradual slow down. .Iaddend.
.Iadd.135. A model train locomotive according to claim 69 further
comprising: Means for receiving commands corresponding to a set
speed of said locomotive, means for sensing the model locomotive's
present speed, means for driving the motor, the microprocessor
receiving information concerning the model locomotive's present
speed and commanding the motor driving means to adjust the
locomotive's present speed to match the set speed. .Iaddend.
.Iadd.136. A model train locomotive of claim 135 wherein the means
for sensing continuously monitors the speed of the locomotive.
.Iaddend.
.Iadd.137. A model train locomotive of claim 135 whereby the
microprocessor commands the motor driving means to increase the
motor power due to increased load conditions on the locomotive.
.Iaddend.
.Iadd.138. A model train locomotive of claim 135 whereby the
microprocessor commands the motor driving means to change the motor
power as the locomotive moves up grade. .Iaddend.
.Iadd.139. A model train locomotive of claim 135 whereby the
microprocessor commands the motor driving means to decrease the
motor power as the locomotive moves down grade. .Iaddend.
.Iadd.140. A model train locomotive of claim 135 whereby the
microprocessor commands the motor driving means to change the motor
power of the locomotive due to changed load conditions on the
locomotive. .Iaddend.
.Iadd.141. A model train locomotive of claim 135 wherein the model
locomotive's speed is calibrated in scale miles-per-hour.
.Iaddend.
.Iadd.142. A model train locomotive of claim 135 wherein the
microprocessor commands the motor driving means to increase power
to the motor when load conditions on the locomotive increase, and
to decrease power to the motor when load conditions on the
locomotive decrease in order to maintain the locomotive at the set
speed. .Iaddend.
.Iadd.143. A model train locomotive according to claim 113 where
digital sound samples emulate a prototype locomotive at different
workloads. .Iaddend.
.Iadd.144. A model train locomotive according to claim 143 where
digital sound samples are changed in volume to simulate a prototype
locomotive at different workloads. .Iaddend.
.Iadd.145. A model train locomotive according to claim 135 further
comprising sound samples that emulate a prototype locomotive at
different workloads, such that said different workload sounds are
synchronized to the momentum simulation. .Iaddend.
.Iadd.146. A model train locomotive according to claim 143 further
comprising means to compute actual motor loading such that said
digital sound samples emulating different workloads are
synchronized to said actual motor loading. .Iaddend.
.Iadd.147. A model train locomotive according to claim 143 where
digital sound samples emulate a prototype electric locomotive
traction motors at different workloads. .Iaddend.
.Iadd.148. A model train locomotive according to claim 143 where
digital sound samples emulate a prototype steam locomotive steam
exhaust (chuff) at different workloads. .Iaddend.
.Iadd.149. A model train locomotive according to claim 143 where
digital sound samples emulate a prototype diesel motor at different
workloads. .Iaddend.
.Iadd.150. A model train locomotive according to claim 143 where
digital sound samples emulate prototype diesel locomotive dynamic
brakes at different workloads. .Iaddend.
.Iadd.151. A model train locomotive according to claim 68 where
digital sound samples simulate the sounds of a prototype locomotive
during start up. .Iaddend.
.Iadd.152. A model train locomotive according to claim 151 where
start-up sounds are responsive to a remote control signal.
.Iaddend.
.Iadd.153. A model train locomotive according to claim 151 where
digital sound samples simulate sounds of a poorly maintain
prototype locomotive during start up. .Iaddend.
.Iadd.154. A model train locomotive according to claim 151 further
comprising sound samples of a poorly maintained prototype
locomotive such that at startup, said poorly maintain sounds are
played as an indication of needed maintenance. .Iaddend.
.Iadd.155. A model train locomotive according to claim 68 where
digital sound samples simulate prototype locomotive bells.
.Iaddend.
.Iadd.156. A model train locomotive according to claim 155 where
the simulated prototype locomotive bells are responsive only to a
PRP signal with duration less than a predetermined pulse width.
.Iaddend.
.Iadd.157. A model train locomotive according to claim 156 where
the simulated prototype locomotive bells are non-responsive to a
command to turn the bell on until the bell record has stopped
playing. .Iaddend.
.Iadd.158. A model train locomotive according to claim 68 where
digital sound samples simulate prototype locomotive horns or
whistles. .Iaddend.
.Iadd.159. A model train locomotive according to claim 158 where
the simulated prototype locomotive horns are responsive to a PRP by
continuing to sound during the duration of said PRP. .Iaddend.
.Iadd.160. A model train locomotive according to claim 158 where
the simulated prototype locomotive horn effect is responsive only
to a PRP in excess of a predetermined pulse width. .Iaddend.
.Iadd.161. A model train locomotive according to claim 68 where
digital sound samples simulate sounds of prototype locomotive
braking. .Iaddend.
.Iadd.162. A model train locomotive according to claim 135 where
digital sound samples simulate sounds of prototype locomotive
coupler opening sounds. .Iaddend.
.Iadd.163. A model train locomotive according to claim 162 where
said coupler sounds include at least one of the lift bar being
raised, the coupler knuckle opening up and the brake air lines
parting. .Iaddend.
.Iadd.164. A model train locomotive according to claim 135 further
comprising means to uncouple the locomotive. .Iaddend.
.Iadd.165. A model train locomotive according to claim 164 where
means to uncouple the locomotive are responsive to PRP commands.
.Iaddend.
.Iadd.166. A model train locomotive according to claim 165 and
claim 161 where means to uncouple the locomotive also include sound
effects of coupler opening. .Iaddend.
.Iadd.167. A model train locomotive according to claim 68 where
digital sound samples simulate sounds of prototype locomotive
stopping at a passenger station. .Iaddend.
.Iadd.168. A model train locomotive according to claim 167 where
station stopping sounds include at least one of arriving
announcement of correct train name, arrival announcement of track
number, departure announcement of correct train name, and names of
destination cities and towns. .Iaddend.
.Iadd.169. A model train locomotive according to claim 68 where
digital sound samples simulate the sounds of a prototype locomotive
refueling. .Iaddend.
.Iadd.170. A model train locomotive according to claim 169 where
refueling sounds are responsive to an extended PRP. .Iaddend.
.Iadd.171. A model train locomotive according to claim 68 where
digital sound samples simulate the sounds of a prototype steam
locomotive tender being refilled with water. .Iaddend.
.Iadd.172. A model train locomotive according to claim 68 where
digital sound samples simulate the sounds of prototype locomotive
being refilled with sand. .Iaddend.
.Iadd.173. A model train locomotive according to claim 68 where
digital sound samples simulate the sounds of coal being shoveled
into the firebox. .Iaddend.
.Iadd.174. A model train locomotive according to claim 68 where
digital sound samples simulate the sounds of the scraping of the
ash pan, shaking the grate or dumping the ash. .Iaddend.
.Iadd.175. A model train locomotive according to claim 68
comprising digital sound samples of individual tones of prototype
locomotive horns or whistles, and means to allow the user to
combine any number of said individual tones to produce a variety of
multi-chime whistle or horns from a limited number of individual
tones. .Iaddend.
.Iadd.176. A model train locomotive according to claim 68
comprising digital sound samples of locomotive sounds generated
from the locomotive with digital sound samples of environmental
sounds from outside the locomotive. .Iaddend.
.Iadd.177. A model train locomotive according to claim 68 further
comprising means to select locomotive by their Identification (ID)
numbers and select consist ID numbers (Temporary ID numbers) using
PRP remote control signals. .Iaddend.
.Iadd.178. A model train locomotive according to claim 177 further
comprising means to indicate the locomotive being selected through
operation of locomotive lights. .Iaddend.
.Iadd.179. A model train locomotive according to claim 68 wherein
the locomotive can be configured to respond to signals from one or
more operating modes and power sources, including means responsive
to standard variable voltage DC track power, means responsive to
standard variable AC track power and means responsive to one or
more Command Control systems available. .Iaddend.
.Iadd.180. A model train locomotive according to claim 179 wherein
the Digital Command Control signals are bi-polar signals made up of
a series of PRP's of different pulse widths (FSK) under high-speed
digital control. .Iaddend.
.Iadd.181. A model train locomotive according to claim 69 further
comprising: an electrical power supply having a means for
collecting the AC or DC track power signal from the conductive
rails, means to convert the AC or DC track power to internal DC
regulated power supplies for audio and microprocessor power,
independent of the polarity of the track voltage. .Iaddend.
.Iadd.182. A model train locomotive according to claim 181 further
comprising means to filter the low-level noise in the reception of
the track power signal for sound and control of the locomotive
control system. .Iaddend.
.Iadd.183. A model train locomotive according to claim 182 where
said means to convert the AC or DC track power consists of: A
bridge rectifier circuit, filter capacitors, and linear regulators
to provide stable voltages for the locomotive control system.
.Iaddend.
.Iadd.184. A model train locomotive according to claim 181 where
electrical power supply means is a switching regulator.
.Iaddend.
.Iadd.185. A model train locomotive according to claim 181 where
the electrical power supply is a voltage doubler circuit.
.Iaddend.
.Iadd.186. A model train locomotive according to claim 181 further
comprising a charge storage device to provide backup system power
during low track-voltage or high system-power requirements.
.Iaddend.
.Iadd.187. A model train locomotive according to claim 186 further
comprising battery control circuitry to disconnect the battery from
the system power supply when track power is shut off. .Iaddend.
.Iadd.188. A model train locomotive according to claim 186 further
comprising means to change the system volume when battery back-up
is engaged. .Iaddend.
.Iadd.189. A model train locomotive according to claim 186 where
said charge storage device is a rechargeable battery and further
comprising circuit means to recharge the battery from power
supplied to the track rails. .Iaddend.
.Iadd.190. A model train locomotive according to claim 69 further
comprising means to initialize or change or set and store
locomotive behavioral and operational parameters. .Iaddend.
.Iadd.191. A model train locomotive according to claim 190 where
storage means is a Long Term (non-volatile) Memory device.
.Iaddend.
.Iadd.192. A model train locomotive according to claim 190 where
storage means can be cleared or erased using PRP signals.
.Iaddend.
.Iadd.193. A model train locomotive according to claim 190 further
comprising means to set and store locomotive Identification (ID)
numbers and consist ID numbers using PRP remote control signals.
.Iaddend.
.Iadd.194. A model train locomotive according to claim 190 where
locomotive behavioral parameters include setting the threshold
motor voltage where the diesel motor sounds revs up or where the
steam exhaust chuff sounds starts up. .Iaddend.
.Iadd.195. A model train locomotive according to claim 190 where
locomotive behavioral parameters include setting the voltage where
the diesel motor revs up to maximum RPM or where the steam exhaust
is at maximum chuff rate. .Iaddend.
.Iadd.196. A model train locomotive according to claim 68 where the
integrated sound, motor, and special effects controller further
includes programming means. .Iaddend.
.Iadd.197. A model train locomotive according to claim 196 where
programming means further includes means to enable slave status
wherein certain sound effects such as horn and bell, certain light
effects, certain coupler operations and sound effects are disabled
and non-responsive to their remote control signals. .Iaddend.
.Iadd.198. A model train locomotive according to claim 196 where
programming means further includes means to enable different modes
of operation of an overhead blinking light. .Iaddend.
.Iadd.199. A model train locomotive according to claim 196 where
programming means is responsive to PRP signals of different pulse
widths. .Iaddend.
.Iadd.200. A model train locomotive according to claim 196 where
the programming means includes a serial port. .Iaddend.
.Iadd.201. A model train locomotive according to claim 200 where
the programming means further includes a personal computer (PC)
that is connected to the serial port means. .Iaddend.
.Iadd.202. A model train locomotive according to claim 201 where
the programming means further includes means to exchange
information between the PC and the locomotive's integrated sound,
motor, and special effects controller. .Iaddend.
.Iadd.203. A model train locomotive according to claim 196 where
the programming means further includes means to program automatic
operation of the engine's behavior. .Iaddend.
.Iadd.204. A model train locomotive according to claim 203 where
automatic operation programs include at least one of changes is
speed, blowing of whistle, bell operation, and stopping to pick up
passengers. .Iaddend.
.Iadd.205. A model train locomotive according to claim 203 where
automatic operation programs includes response to how far a
locomotive has traveled to indicate locomotive's location on the
layout. .Iaddend.
.Iadd.206. A model train locomotive according to claim 203 where
automatic operation programs includes response to how far a
locomotive has traveled and how long it has been operating to
indicate the amount of simulated fuel consumed. .Iaddend.
.Iadd.207. A model train locomotive according to claim 204 where
any of a number of preloaded programs can be selected by a user to
perform it program of blowing whistles, ringing, bells, etc.
.Iaddend.
.Iadd.208. A model train locomotive according to claim 203 where
automatic operation programs includes arrival and departure
announcement means that corresponding to the correct train by
having the announcements from the engine integrated sound, motor,
and remote effects controller. .Iaddend.
.Iadd.209. A model train locomotive according to claim 196 where
the programming means further includes means to learn responses to
time sequenced remote control signals from a user. .Iaddend.
.Iadd.210. A model train locomotive according to claim 196 where
the programming means further includes means to learn responses to
macro commands from remote control signals. .Iaddend.
.Iadd.211. A model train locomotive according to claim 203 where
the programming means for automatic operation further includes
means to interact with control tracks and track sensors.
.Iaddend.
.Iadd.212. A model train locomotive according to claim 211 where
the interaction means further includes an LED transmitter means
located in the engine and said track sensor means that is a
stationary LED receiver beside or on the track to receive digitally
encoded information of the train ID from the transmitter means.
.Iaddend.
.Iadd.213. A model train locomotive according to claim 211 where
the interaction means further includes a bar-code label under the
locomotive and sensor reader in the track to receive digitally
encoded information of the locomotive ID from the bar-code label.
.Iaddend.
.Iadd.214. A model train locomotive according to claim 196 further
comprising means for audio feedback to a user to indicate
confirmation of programming data. .Iaddend.
.Iadd.215. A model train locomotive according to claim 214 where
audio feedback means are one or more bell ding sounds.
.Iaddend.
.Iadd.216. A model train locomotive according to claim 68 where the
integrated sound, motor, and remote effects controller further
includes a serial port to communicate to other on-board computers
to coordinate operation and exchange information. .Iaddend.
.Iadd.217. A model train locomotive according to claim 91 further
comprising: a speed sensor circuit on-board the model locomotive
coupled to said microprocessor to monitor the locomotive's speed,
and a smoke unit for producing smoke from the model locomotive;
wherein said microprocessor controls the sound system circuit and
smoke unit such that the train operation sounds and the smoke
correspond to the speed of the model locomotive. .Iaddend.
.Iadd.218. A model train locomotive of claim 217, wherein as the
speed of the model locomotive increases, the sound system plays
locomotive sounds which simulate a locomotive moving at an
increased speed, and the smoke unit produces an increased amount of
smoke. .Iaddend.
.Iadd.219. A model train locomotive of claim 217, wherein said
volume of outputted smoke changes when the model locomotive's real
or simulated load changes. .Iaddend.
.Iadd.220. A model train locomotive of claim 218 further comprising
a sound system circuit coupled to said processor, wherein said
processor controls said sound system circuit so that the sound
system circuit outputs sounds based on the model locomotive's
speed. .Iaddend.
.Iadd.221. A model train locomotive of claim 219, wherein
reproduced sounds change when the model locomotive's real or
simulated load changes. .Iaddend.
.Iadd.222. A model train locomotive of claim 221, wherein the
volume of outputted smoke changes when the model locomotive's load
changes. .Iaddend.
.Iadd.223. A model train locomotive of claim 222, wherein the
outputted sound is a chuff sound and the smoke is outputted in
puffs. .Iaddend.
.Iadd.224. A model train locomotive of claim 223, wherein the chuff
sounds and the puffs of smoke correspond to the speed of the
locomotive. .Iaddend.
.Iadd.225. A model train locomotive of claim 224, wherein as the
model locomotive's load changes, there is a corresponding change in
the chuff sounds and the puffs of smoke. .Iaddend.
.Iadd.226. A model train locomotive of claim 222, wherein the
outputted sound is diesel motor sound and the smoke is outputted in
a stream. .Iaddend.
.Iadd.227. A model train locomotive of claim 226, wherein as the
model locomotive's load changes, there is a corresponding change in
the diesel labored sounds and the stream of smoke. .Iaddend.
.Iadd.228. A model train locomotive according to claim 1 and
further comprising: a sound reproducing system, a first sound
memory storing a plurality of sound effects; a controller connected
to the first sound memory for recalling one or more of the stored
sound effects; a second sound memory containing multiple sound
samples that emulate a locomotive operating at various speeds and
work-loads; an integrated sound, motor and special effects
controller controlled by the bi-polar digital signal, the motor and
special effects controller reproducing the stored sounds contained
in the model train; and a digital packet triggering a sound effect
for automatic playback of a sound effect. .Iaddend.
.Iadd.229. A model train locomotive according to claim 228 wherein
the model locomotive has two or three rails for providing a digital
signal and powering the sound effects of the model train, motor
and, special effects. .Iaddend.
.Iadd.230. A model train locomotive according to claim 228 wherein
the model locomotive has means for collecting the digital bi-polar
signal from any of the two insulated track rails or from an
insulated third rail by pickups on insulated wheels; and where said
motor insulating means is a bridge rectifier connected to the track
with an output producing a DC voltage regardless of the phase of
the bi-polar signal; and a regulated power supply to provide power
for the controller and audio amplifier. .Iaddend.
.Iadd.231. A model train locomotive according to claim 228 further
comprising means for decoding a properly addressed digital signal
for control of the model locomotive's electric motor, control of
the sound functions and on-board special effects. .Iaddend.
.Iadd.232. A model train locomotive according to claim 228 further
comprising the steps of: a fixed external source of either AC or DC
power and means for connecting a bi-polar digital signal to the
sound unit; and means for filtering the low level signal noise in
the reception of the bi-polar digital signal for power and control
of the sound unit. .Iaddend.
.Iadd.233. A model train locomotive according to claim 228 further
comprising: means to synchronize sound effects through the use or a
magnetic field sensor to trigger speed sensitive sounds located in
a model train locomotive, wherein the speed sensitive sounds are
stored in the memory and include various samples that emulate
different speeds and/or workloads; a controller that recalls the
same synchronized sound effects at intervals appropriate to the
speed of the locomotive using magnetic speed sensing and further
wherein multiple sounds can be played at the same time.
.Iaddend.
.Iadd.234. A model train locomotive according to claim 228 further
comprising: a controller that decodes address codes within the
bipolar digital signal that matches the locomotive address to
control the locomotive motor, sound effects and on-board special
effects. .Iaddend.
.Iadd.235. A model train locomotive according to claim 228 further
comprising: a magnetic sensor to sense the speed of a steam
locomotive to trigger the proper speed sound effect for
synchronizing of the sound effect to the speed of the locomotive.
.Iaddend.
.Iadd.236. A model train locomotive according to claim 228 further
comprising: a controller that decodes the address of a bipolar
digital signal for control of sounds effects, model train
propulsion and on-board special effects wherein the controller is
operatively connected to the sound storage of the sound effects
wherein the sound storage has a predetermined set of sounds at
specific addresses; and a controller that is connected to special
effects output that controls lighting and other on-board effects.
.Iaddend.
.Iadd.237. A model train locomotive according to claim 228 where in
the controller controls the volume of the plurality of sound
effects contained in the locomotive. .Iaddend.
.Iadd.238. A model train locomotive according to claim 228
comprising: a plurality of digitized sounds that are controlled by
the controller that receives a bi-polar digital signal.
.Iaddend.
.Iadd.239. A model train locomotive according to claim 228 wherein
the enabling means is an internally monitored magnetic sensors
responding to a change in magnetic field. .Iaddend.
.Iadd.240. A model train locomotive according to claim 228 wherein
the activation means is a magnetically responsive sensor
constructed and arranged near a magnetic field, the magnetic sensor
responding to relative changes to its magnetic field. .Iaddend.
.Iadd.241. A model train locomotive according to claim 1 wherein
the remote control signals are high-speed digital bipolar signals
(PRP's) for power and control further comprising: a sound
reproducing system, a sound memory storing a plurality of sound
effects at addresses wherein the sound effects contain multiple
samples that emulated a train locomotive at various conditions; and
a controller connected to the sound memory for recalling one or
more sound effects; an integrated sound, motor and special effects
controller controlled by the bi-polar digital signal, the motor and
special effects controller reproducing the stored sounds contained
in the model train; and a digital signals triggering a sound effect
for automatic playback of a sound effect. .Iaddend.
.Iadd.242. A model train locomotive of claim 241 wherein the sound
effects are digital. .Iaddend.
.Iadd.243. A model train locomotive of claim 241 wherein the sound
effects are at predetermined addresses in the sound memory.
.Iaddend.
.Iadd.244. A model train locomotive of claim 241 wherein the
controller recalls a plurality of sound effects. .Iaddend.
.Iadd.245. A model train locomotive of claim 244 wherein the
plurality of sound effects are recalled in a predetermined
sequence. .Iaddend.
.Iadd.246. A model train locomotive of claim 241 wherein the
various conditions include various speeds. .Iaddend.
.Iadd.247. A model train locomotive of claim 241 wherein the
various conditions include various work-loads. .Iaddend.
.Iadd.248. A model train locomotive of claim 241 wherein the memory
includes a plurality of special effects stored therein and further
wherein the model locomotive includes a motor wherein the
controller controls the motor. .Iaddend.
.Iadd.249. A model train locomotive of claim 241 wherein the
digital signal is a bipolar digital signal. .Iaddend.
.Iadd.250. A model train locomotive of claim 241 wherein the
digital signal triggers the sound effect. .Iaddend.
.Iadd.251. A model train locomotive of claim 241 further
comprising: an electrical power supply connected to at least one of
the plurality of rails; a pick-up means for collecting the digital
signal; and a full-wave bridge rectifier connected to the
electrical power supply and further having an input for receiving
the digital signal and an output wherein the output produces a DC
voltage without regard to phase of the digital signal.
.Iaddend.
.Iadd.252. A model train locomotive of claim 241 wherein the memory
includes a plurality of special effects stored therein and further
wherein the model locomotive includes a motor and means for
simultaneously decoding the digital signal for control of the sound
effects, the motor and/or the special effects. .Iaddend.
.Iadd.253. A model train locomotive of claim 241 further
comprising: a fixed external source of electrical power; means for
connecting the digital signal to the sound memory; and means for
filtering the digital signal. .Iaddend.
.Iadd.254. A model train locomotive of claim 241 further
comprising: a speed sync sensor in the controller wherein the
controller recalls a plurality of speed sensitive sounds to emulate
a speed of the train locomotive based on a speed of the model train
wherein the speed sync sensor synchronizes the speed sensitive
sounds with the speed of the model train. .Iaddend.
.Iadd.255. A model train locomotive of claim 241 further
comprising: a second memory (RAM) for storing the plurality of
sound effects. .Iaddend.
.Iadd.256. A model train locomotive of claim 241 further
comprising: a discrete address contained within said integrated
sound, motor and special effects controller wherein the digital
signal includes addressing to compare with said discrete address to
select the locomotive. .Iaddend.
.Iadd.257. A model train locomotive of claim 241 wherein the memory
includes a plurality of special effects stored therein and further
wherein the model locomotive includes a motor and further wherein
the model locomotive includes a controller that decodes a digital
signal for control of the sound effects, the motor and/or the
special effects. .Iaddend.
.Iadd.258. A model train locomotive of claim 241 wherein the memory
includes a plurality of special effects stored therein wherein the
special effects include a lighting special effect and further
wherein the controller controls the special effects. .Iaddend.
.Iadd.259. A model train locomotive of claim 241 wherein the
plurality of sound effects has a volume controlled by the
controller. .Iaddend.
.Iadd.260. A model train locomotive of claim 241 wherein the
controller is programmed to control the sound effects.
.Iaddend.
.Iadd.261. A model train locomotive of claim 241 wherein the sound
effects are digitized. .Iaddend.
.Iadd.262. A model train locomotive of claim 241 further
comprising: an activation means for activating the sound effect
wherein the activation means is a magnetically responsive sensor.
.Iaddend.
.Iadd.263. A model train locomotive of claim 241 further
comprising: means for controlling a variable filter network wherein
the variable filter network suppresses audible noise. .Iaddend.
.Iadd.264. A model train locomotive of claim 241 wherein the sound
effects include a sample that emulates a train locomotive at
multiple speeds. .Iaddend.
.Iadd.265. A model train locomotive of claim 241 wherein the
controller is an integrated sound, motor, and special effects
controller. .Iaddend.
.Iadd.266. A model train locomotive of claim 241 wherein the
controller is controlled by a bipolar digital signal. .Iaddend.
.Iadd.267. A model train locomotive of claim 241 wherein the
controller recalls the sound effects of either one or a plurality
of sound effects in a predetermined sequence by means of a bipolar
digital signal. .Iaddend.
.Iadd.268. A model train locomotive of claim 241 wherein the sound
effects are replicating momentum effects using steam or diesel
sound effects. .Iaddend.
.Iadd.269. A model train locomotive of claim 241 wherein a sound
unit, with a register fixed in firmware or programmable for control
variables wherein the control variables are one of acceleration,
deceleration, start voltages, motor response curves, momentum sound
effects, load factor sound effects, coasting sound effects and
means to synchronize sound effects to the rotation of wheels.
.Iaddend.
.Iadd.270. A model train locomotive according to claim 1 that uses
high-speed PRP digital control signals for propulsion and control,
further comprising: a sound unit, a memory within the sound unit
wherein the memory stores a plurality of sound effects at addresses
wherein the sound effects contain multiple samples that emulate a
prototype train locomotive at various speeds and work-loads,
wherein the sound effects simulate the various speeds and various
work-loads by comparing the on-off rate of a sensor to a digital
speed setting; and a controller connected to the memory for
recalling at least one of the sound effects wherein the controller
is controlled by a digital signal. .Iaddend.
Description
FIELD OF THE INVENTION
This invention describes ways to extend the controls and features
of the model railroad train control and sound system described in
U.S. Pat. No. 4,914,431. In particular, we describe a novel and
simple way of generating and receiving remote control signals for
DC powered two or three rail trains that does not require a change
in the DC operating standard or require changing track power
supplies.
BACKGROUND OF THE INVENTION
History of Model Railroad Standards
Model railroading has developed a number of standards since its
beginning at about 1900. Some of the more obvious standards relate
to the physical dimensions such as scale and track gauge. Other
standards determine physical operating requirements such as coupler
design, coupler height, wheel flange size, etc. A third category of
standards specifies the electrical power requirements necessary to
operate the electric motors inside the engines and the
specification of remote control signaling, if any.
The advantage of a standard is that it allows all contributors to
the field to specify their products in ways that will allow them to
operate with existing model railroads. The disadvantage of a
standard is that it can be too restrictive, not allowing new ideas
and inventions to be integrated into older established model train
layouts. As the pressure of new technology advances, the desire for
new operating capabilities can become important enough to actually
demand a change from the old standard to a new standard. This is
always done with great reluctance since it often involves
discarding older models that cannot be modified to work within the
new standard or in can require extensive redesigns of existing
layouts.
Usually, in model railroading, there is little change to the
physical standards and even the ones that are introduced can often
be integrated into existing layouts. For instance, a new coupler
design can be added to some cars and still allow the operator to
use all his other equipment by adding at least one car that has the
old coupler style on one end and the new style on the other Changes
to the electrical standards are much more difficult to
accomplish.
Standards for AC Powered Model Trains
Commercial electric model trains in the United States were
introduced about 1896 and used AC power applied to the track with
AC/DC universal motors in the engines to power the wheels. The AC
power, at first, came directly from 110 v household power but
later, step-down transformers were used to provide a safer 20 to 30
volts of track power. When speed control was introduced, it was
first accomplished by dropping the voltage to the track with
resistors such as high-wattage slide-type potentiometers or
switching in banks of light bulbs to vary the series resistance. In
1906, Lionel introduced variac-type transformers that could vary
the track voltage more efficiently.
Remote control signaling for AC powered trains
In 1935, the Lionel corporation introduced the idea of applying a
small amount of DC superimposed on the AC track power to do simple
remote control operation of a whistle sound effect in their
engines. Besides the difficulty of designing a reliable and
inexpensive DC source, there were also technical obstacles with the
DC detector in the engine. Lionel chose to use a special relay that
would ignore AC and respond only to the presence of DC. This relay
required a sizable amount of DC (1.1 v to 3 v) before the relay
would close. Once closed, however, it only required a small amount
(300-500 mV) to stay in the closed position. Unfortunately, if 5 v
or more of DC was maintained on the track, the relay would often
become magnetized and stay in the closed position even after the DC
signal had been removed. Also, it was difficult to provide a
sustained large-voltage DC signal from available rectifiers of the
time that would not over-heat at the current levels required by
Lionel motors. Lionel solved these problems by designing their DC
remote control technique to use a lever or button that would first
make contract to a source of half-wave rectified voltage and then
to make contact to a second terminal that applied the full amount
of track AC with a sustained superimposed 300 to 500 mV of DC.
Although the half-wave rectified signal for the first contact would
decrease the power to the track by more than half, it provided a
very strong DC source signal and it was applied only long enough to
close the horn relay in the engine. The first contact is called
"horn position one" and the second contact is called "horn position
two".
The early Lionel whistle sound effect used a motor to turn a fan
that produced a "woooooo" like sound in two air chambers (same
principle as an organ pipe). This motor required extra current from
the power supply to the track and would slow the engine down.
Lionel solved this problem by adding a booster winding to their
transformer that added in an extra 5 to 8 volts of AC when the
whistle button was pressed.
Lionel's method of applying AC power along with DC signaling and
the use of the four position reversing unit (E-unit) has been the
basis of their operating electrical standard since the early
1950's. At first, Lionel did not distinguish between plus or minus
DC signaling since their whistle or horn sound effect would work
with either polarity. Later in the 1980's, Lionel engines were
introduced that had different remote control effects when positive
or negative DC was superimposed on the AC power applied to the
track; e.g. the horn or whistle would operate with +DC and the bell
would toggle on and off with -DC. These systems used electronic
detectors in the engine that would distinguish the different DC
polarities. Unfortunately, these detectors required that the DC
voltage component on the track exceed the amount necessary to turn
on a silicon pon junction (about 0.7 to 0.9 v). The older Lionel
transformers usually only produced this amount when the transformer
horn button was in horn position one where half wave DC was
applied. Since this reduces the power, the engines with the new
electronic detectors would slow down when the whistle effect is
operating even with the benefit of the whistle boost winding on
their early transformers. With the transformer in horn position 2,
the horn would often shut off completely or go off
intermittently.
Also, when no horn signal was applied, the electronic horns had the
annoying problem of periodically going off from noise on the track.
This did not happen as often with the earlier horn design since the
horn relay had a built in hysteresis that required a "position 1"
signal to get the horn to operate followed by a "position 2" signal
to keep it closed. The new electronic detectors could have been
designed to maintain this standard by having hysteresis designed
into the circuit. In other words, a large DC signal would be
required to turn on the detector (horn position 1) and only a small
amount required to keep in on (horn position 2). With the extra
advantage of having the horn DC signal always start with a large
amount of DC, the detector circuit could be designed to be more
responsive to the large "position 1" horn signals to turn on
quickly and, at the same time, more immune to noise spikes of DC on
the track that are below the hysteresis threshold.
Most current Lionel transformer now only have a single horn
position that produces from 0.8 to 5 volts of DC offset. It would
have been an advantage for Lionel designers to stay within the
existing standard to provide better horn detectors. Engineers and
designers could have used the two horn positions to do other
effects such as having the horn change pitch from horn position one
to horn position two. The standard could easily have been expanded
to have the value of DC voltage control some feature in a
continuous analog manner (the pitch could vary continuously from a
low to a high value depending on the amount of DC, etc.). Relaxing
the standard to only having one horn signal position means that
some older products will not work correctly with new transformers
and some new products that could have been developed with the
original standard will not work with modern power supplies. If the
original Lionel standard is more accepted, then most of the newer
power supplies will be discarded over time; however, if the new
transformer design becomes the standard, then the older equipment
will be discarded or changed to work with the newer horn signals.
In either case, making changes to a standard can have significant
implications. Again, maintaining the standard or intelligently
extending the standard is the important issue. Any changes to a
standard should be an expansion rather than a restriction. It is
risky to make arbitrary changes to a standard since your products
may become unacceptable.
There are a number of other specifications for the original
standard used by Lionel that should be mentioned here:
1) Lionel also had always used full AC sine wave on the track to
power the trains. The power was changed by changing the amplitude
of the applied voltage by first using voltage-dropping techniques
and then later by using vadacs. Some Lionel operating cars depended
on the sine-wave shape of applied power for proper operation.
2) The range of applied A.C. voltage from most Lionel transformers
is from completely off to turning on abruptly at 5 volts rms and
then continuously variable up to 17-22 volts rms. The minimum
voltage of 5 volts was chosen because most of the universal AC/DC
motors used by Lionel would not start to rotate until 5 to 8 volts.
When designing electronics that will operate on-board in a model
train, the 5 volt minimum voltage is very useful since most simple
circuits require a minimum of 3-5 volts to operate properly.
3) Lionel's also kept to the standard of using three-rail track for
most of their trains which obviated the need to switch the track
connections on reverse loops, and made it easier for children to
operate.
Standards for DC Powered Model Trains
Also, in the mid 1940's, it was becoming possible to manufacture DC
rectifiers with sufficient capacity and a low enough cost to power
model railroads. This, along with the more efficient DC permanent
magnet motor, allowed the model railroad field to introduce a new
standard for model railroads that use DC power instead of AC power
applied to the track. With on-board DC motors wired directly
through the wheels to the track, the direction of model train
locomotives could now be reversed by changing the polarity of DC
track voltage at the power source. This gave the operator a simple
method of controlling his model engine's direction by remote
control. This standard is still in use today, primarily on two-rail
systems. It's biggest problem is that, unlike the Lionel standard,
there is no method specified to do simple remote control
signaling.
Most model trains that were operated on DC power, used two-rail
track with a polarity reversal switch to solve the reverse loop
track problem. The range of applied track voltage is usually from
0-12 volts and most motors used in the locomotives are permanent DC
"can" type. Some new power packs for G-Gauge, DC powered trains
have a range from 0-17 volts DC. The applied DC voltage can be
simply full wave rectified and varied over its range by changing
the amplitude. However, many DC power packs will filter the DC to
remove the AC ripple and control the amount of power to the track
by either varying the amplitude or changing the duty cycle of a
pulse drive output or a combination of both. In any case, unlike AC
powered trains, there is often less of a range of applied track
voltage and there is no dependable minimum voltage to power
on-board electronic circuitry.
Standards for New Model Train Control Systems
One difficulty with designing any new control system is customer
acceptance. It is most important that the new system not require
major modification of the layout and the engines. In particular, it
is an operating and marketing advantage for any new system to have
the following characteristics:
It should allow older locomotives to interact with newer engines
equipped with the new system receiver units (backward compatible).
The new system should not require that all engines be changed
before it can be used.
It should not require major rework or modification of the engines
when installing any on-board new-system product that would, in
turn, decrease the value of the engine.
It should operate with existing controllers and power supplies. If
a new system controller/power pack is added to extend the system
capabilities, it should be easily connected to the layout and
require no modifications of the track.
Any on-board system product added to an engine should be usable on
other layouts that use standard traditional control methods.
The new system should be flexible. The design should have enough
foresight to allow for new inventions and products that have not
been thought of yet.
The new system should be reliable and, particularly, it should be
immune to electrical noise that is quite prevalent in the model
train environment.
Since the existing standard for model trains is either 50 or 60 Hz
for AC powered trains with DC remote control signaling or DC
powered trains, it would be a tremendous advantage if remote
control signaling techniques could be developed that used DC or AC
remote control signaling for both AC and DC powered trains rather
than more complex signaling systems such as high frequency
carriers, high speed digital, touch tones, etc. A new system,
certainly, should not preclude the use of more exotic signaling
techniques, but it should explore the possibilities of simple AC
and DC techniques first, simply because of its inherent simplicity.
Considering how effectively the concept of the on-board state
generator described in U.S. Pat. No. 4,914,431 can enhance the
number of remote control options available for AC model railroads,
it is not difficult to develop a complete system that can utilize
the existing standards of either AC or DC model train environments.
As long as there is a least one remote control signal available we
can expand on this platform to develop a system that can
effectively utilized the existing standard and allow for new
systems to evolve.
With the three-rail AC train environment, this is a straight
forward task using the two DC remote control signals (positive and
negative) and an on-board state generator to provide additional
remote control functions. However, scale two-rail trains that
operate from DC applied power do not specify a remote control
signal within their existing standard. In order to use the
advantages of our on-board state generator, we have developed a new
way to use the existing two rail DC standard to provide simple DC
remote control capability. Once this is implemented, we can then
develop newer systems that require more complex signaling. A major
requirement of any evolutionary new system is that it allows the
user to return to the standard system he now has. This will allow
him to move all the way from simple block control with very limited
remote control to complete command control without changing his
layout.
SUMMARY OF THE INVENTION
This invention is an extension of the ideas described in our U.S.
Pat. No. 4,914,431 where an on-board state generator is used to
increase the number of remote control options available from a
limited number of remote control signals. FIG. 1 from that patent
is included here as FIG. 1 in this patent specification as a
reference. Briefly, the on-board state generator, 104, is used to
specify the effect that detected remote control signals, 101, will
have. If the state of the on-board state generator is changed, the
same remote control signal may have an entirely new effect. In this
way, the number of different remote control effects is only limited
by the number of available states for the On-Board State Generator.
The state of the On-Board State Generator can be changed by a
number of conditions including the state of the remote object, such
as its directional state, its speed, how long it has been
operating, etc. plus the state can be changed by the application of
remote control signals or the state can be changed by a combination
of its present state and the application of remote control
signals.
In U.S. Pat. No. 4,914,431, we made extensive use of the direction
state of the engine to specify, in part, the state of the on-board
state generator. Since we also use direction states in this
invention, we have included FIG. 2 from that patent in this patent
specification as FIG. 2. FIG. 2 shows, four direction states of
forward, neutral before reverse, reverse and neutral before forward
plus a fifth state called reset. For AC-powered trains described in
this earlier patent, the direction state was changed by each power
interruption to the track of some minimum time and less than a
specified maximum time (usually between 180 mSec and 1 second). The
sequential and periodic nature of direction changes is shown as a
circle; the next direction state is always uniquely defined and you
always return to the same direction state every forth direction
change. The reset state, 201, is a state that occurs or is enabled
when the power has been off for some minimum time (usually 3 or 4
seconds). When track power is re-applied, the direction state
always comes up in a specific state (usually forward or neutral
before forward).
In order to make effective use of this patent for DC-powered
trains, at least one remote control signal must be available. This
invention describes a number of novel remote control signaling
methods that can be used within the existing DC powered train
standard and describes a number of novel remote control effects
that can be operated by these signals.
Note: Because there are many variables that can determine the state
of the on-board state generator and many of these variables are
described with the word "state" (such as direction STATE), we will
preface each "state" with its descriptor in order to avoid
confusion. In addition, "On-Board Electronic State Generator" is an
electronic form of the "On-Board State Generator" referred to in
U.S. Pat. No. 4,914,431. In this patent, "On-Board State Generator"
will often be abbreviated as "OBSG" (e.g. "on-board state generator
states" will be written as "OBSG states").
DC Remote Control of Engines, Cars and Accessories that Use DC
Track Power
FIG. 3 shows a schematic diagram for a simple DC power supply that
are used for DC two-rail operation. Variable AC power is applied
from a variac-type transformer, 301, to a full-wave bridge, 302,
which produces a full-wave rectified output, 311, on out line, 303
with respect to line 312. This DC is applied directly to the track
through double-pole double-throw direction slide switch, 304, to
the two track rails, 307 and 308. The polarity to the track is
changed by toggling the direction switch, 304, between position A,
305, and position B, 306. Switch, 304, is shows slide mechanism
with metal contacts on top and bottom separated by an insulator and
fixed activator handle in the center to move the slide.
FIG. 4 shows an engine, 401, on some remote section of track that
is connected to the power supply described above. The track voltage
from rails, 307 and 308, are connected to a motor controller, 402,
through wires 406 and 407 that connects to the wheel power pickups.
The motor controller converts the track voltage of either positive
or negative polarity to a specified DC output voltage on lines,
403, for the motor, 404. The polarity to the motor is determined by
the on-board state generator, 405, and motor controller, 402.
The direction control switch, 304, in FIG. 3, which normally is
only used to change the direction of the engine by changing the
polarity of DC voltage on the track, can be used to do simple
remote control operations under certain conditions. This new remote
control signal will be called, PR, for Polarity Reversal. The
on-board motor controller, 402, supplies a specific polarity of
voltage to the motors independent of the polarity of the track
voltage on rails 307 and 308. That is, the motor controller, 402,
can prevent the engine from changing direction when the direction
switch, 304, is toggled between position A and B, 305 and 306.
Instead, the on-board state generator will specify the motor
direction to the motor controller, 402. Direction changes will be
made by changing the OBSG state using other remote control signals
or even combinations of signals that may involve PR signals and
possibly by the state of on-board state generator, 405.
Having this one single remote control signal, PR, plus an on-board
state generator and a motor controller that can be programmed to
interpret this signal can improve the operation of DC-powered
trains in a number of ways. For instance, when power is applied to
the engine, toggling the direction switch, 304, on the track
power-pack could actuate a remote control feature like blowing the
horn but will not cause the engine's direction to change. However,
changing direction of an engine could be done in the normal way
with a minor limitation: if the engine is stopped by turning the
power off and the direction control switch, 304, is toggled,
reapplying the power could cause the direction of the engine to
change. In this way, the direction switch, 304, would still provide
the familiar operation control that is standard for DC powered
trains. This is a very natural use of the direction switch since
the DC train operator is not in the habit of using the direction
switch to change direction while an engine is moving; otherwise it
causes an abrupt reversal of his locomotive which is very
unrealistic and may damage the engine or, at least, cause a train
derailment. Hence, changing track polarity while the engine is
moving is a new operation that can be used for remote control
functions without violating the normal operating standard.
Other features like turning on and off the bell can be done by
using a coded signal such as changing DC track polarity for two
long and one short period of time or perhaps a short duration of
changing DC track polarity will turn on or off the bell while a
long duration of changing DC track power will blow the whistle. Or
the bell can be turned on or off if a polarity reversal is used
while the track voltage is low but a PR will turn on the horn if
the track voltage is high.
When at least one independent remote control signal is available
(such as the above described DC polarity reversal), there are many
ways to utilize and multiply its signaling capabilities. For
instance, we can now use the on-board state generator, to increase
the number of options. If we also added a motor reverse unit that
has the four distinct direction states of, neutral before forward,
forward, neutral before reverse and reverse and the special fifth
state of Reset, we can use this with the OBSG to generate even more
effects. In this respect, the use of an OBSG and a PR remote
control signal would make the operation of DC-powered trains very
similar to the operation of AC trains with an OBSG and superimposed
DC as a remote control signal. Although the signaling would be
different, the types of operations and features could be the
same.
Another remote control signal that can be used for DC powered
trains is two polarity reversals in a row to allow the applied
power to return to its initial condition. We will call two polarity
reversals, PRP, for Polarity Reversal Pulse. In yet, more advanced,
remote-control systems, PR and PRP could be under high-speed
control permitting a wide range of signaling, addressing and
control effects, including digital transmission.
Note that a DC or permanent magnet motor is shown in FIG. 4 for
simplicity and because most modern model railroads that use DC for
track power use DC motors in the locomotive. However, there is
nothing to prevent the use of AC/DC motors in this application. In
this case, the motor controller would not simply change the
polarity to the motor to change direction since universal motor
direction is not controlled by polarity but by the relation of the
field winding to the armature winding. In the case of a universal
motor, the motor controller would swap connections to the art
nature or field to cause the engine to reverse direction.
A New Remote Control Signal for DC Operation
In U.S. Pat. No. 4,914,431, we proposed using applied AC power
supply voltage in excess of a predetermined value as a new remote
control signal. This signal has its main advantage when the engine
is not moving such as in the two neutral states, neutral before
forward and neutral before reverse and reset if reset is a
non-moving state. The same idea can be applied to DC systems where
a DC voltage whose absolute value is in excess of a predetermined
value is considered a remote control signal. This remote control
signal will be called HV for applying High Voltage above some
value. Actually any use of high voltage could also be considered a
remote control signal such as a transition from low to high to low
or leaving it in high voltage for some time period, etc. We will
call the remote control signal of applying HV and then returning to
a lower setting as HVP for High Voltage Pulse.
With the addition of HV (or HVP) we have a minimum of two remote
control signals and can expand the use of our remote control
capabilities for either AC or DC powered trains by using one of the
remote control signals to change the state of the OBSG and the
other to operate some feature specified by the OBSG state. As an
example, consider the neutral direction states described in U.S.
Pat. No. 4,914,431. We could use HV or HVP as an additional remote
control signal to change the state of the OBSG; each time the
throttle is moved up and down one time, the on-board state
generator moves to the next designated state within each neutral
state (in other words, the state of the OBSG is determined by both
the neutral state and the number of times the system detects a
HVP). Since the engine is not moving the use of the throttle to
change the OBSG state will not affect the operation of the train.
After we have "selected" the OBSG state we want, we could use the
other remote control signal (superimposed DC in the case of AC
powered engines or PR and/or PRP in the case of DC powered engines)
to "operate" our selection.
This method of making a selection with one remote signal and
operating it with another is very simple for either AC or DC power
model engines in neutral. If reset is a non-moving state, using
this technique is ideal for initializing the operation of an engine
such as starting the engine sounds, turning on various lights, etc.
For instance, imagine that we moved the throttle up and down a
total of six times (6 HVP's) after entering reset which changes the
OBSG to a state called "engine sound volume". Then, the second
remote control signal could be used to change the volume from the
present value to progressively lower values until it returned to
the highest value in a continuous loop. Moving the throttle up and
down again at any of the volume setting would lock-in the volume
choice and move to the next state of the OBSG for another option.
For instance, this next option could be "overhead blinking light".
Now, toggling the second remote control signal could be used to
toggle the light between on and off. This approach of selecting and
operating different options could proceed indefinitely. Again, the
use of the OBSG increases the number of remote control options.
It is, in fact, possible to nest sets of options so the list of
options does not become too unwieldy. For example, the in Reset
option 12, operating the option could perform "page advance". The
next option available to the operator might then be Page 2/Reset
option 1. Now, repeated uses of HVP would advance through Page 2
options. Option 13 on every page (higher than page 1) could be
"return to page 1 options". Nesting like this can produce any
number of pages with any number of options per page in a way that
is easy for the operator to use.
Other Remote Control Signals for Engines, Cars and Accessories on
DC Powered Layouts
Since Lionel used DC superimposed on AC power, it is possible to
use AC superimposed on DC to do remote control signaling. Since DC
power packs are often designed to produce DC from full-wave
rectified AC, there can be a large amount of AC ripple present on
the DC output. However, for full-wave (or half-wave) rectified
outputs, the AC ripple term does not cause the output wave form to
ever go to the opposite polarity. Therefore, if a method were
developed to apply enough AC to drive the output to the opposite
polarity at any time, this could be detected as different from
ripple and could be used as a viable remote-control signal. In
general, a "DC" power pack of any design that can be made to
produce brief excursions of the applied voltage which cross into
the polarity opposite from what has been "nominally" selected, can
be used to generate this new remote-control signal.
Another way to operate scale layouts that use DC power is to
convert the entire layout to AC track power and use DC remote
control signals in the same way we proposed for Lionel-like
three-rail operation.
The only difficulty with the second method is that all engines,
cars and accessories that are used on the layout must be equipped
with the new on-board system or have universal AC/DC motors or
on-board bridge rectifiers to convert applied AC track power to DC
for the DC motors. Since many operators have many engines with DC
"can" motors and have already made considerable investment in DC
power supplies, this can be a deterrent to converting to AC power.
It is always an advantage to come up with new control systems that
already use existing power packs, engines and layouts. Note only is
there no new investment, the operator is completely familiar with
his old power pack and its features.
Summary
This invention describes new remote control signals that can be
easily generated within the existing DC powered model train
standard and how these signals can be used with an on-board state
generator in the remote object (usually an engine) to expand remote
control operations. In particular, when two remote control signals
are available, the idea of "select" and "operate" can be used to
simplify remote control operations.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1. Block diagram of remote control system from U.S. Pat. No.
4,914,431.
FIG. 2. Conceptual diagram of reverse unit direction states from
U.S. Pat. No. 4,914,431.
FIG. 3. Description of common power pack used to power DC
trains.
FIG. 4. Conceptual drawing showing the use of an on-board state
generator and motor controller on a DC powered train.
FIG. 5. Method to provide Polarity Reversal and Polarity Reversal
Pulse to track.
FIG. 6. Method to detect polarity reversal without changing
direction of motor.
FIG. 7. Method to detect polarity reversal and control motor
direction independently.
FIG. 8. Method to control DC motor.
FIG. 9. Method to control DC motor with minimum insertion loss.
FIG. 10. Method to measure back EMF during zero crossings.
FIG. 11. Method to measure back EMF by pulsing off power to the
motor.
FIG. 12. Method to apply high voltage to a DC powered track.
FIG. 13. Block diagram of preferred embodiment.
FIG. 14. Drawing showing a typical reverse-loop layout.
FIG. 15. Method to eliminate reverse-loop switching.
FIG. 16. Method to prevent model railroad wheel from shorting two
blocks sections.
FIG. 17. On-board power supply design for DC powered trains.
FIG. 18. On-board power supply design for AC powered trains.
DESCRIPTION OF THE INVENTION
Methods to generate a polarity reversal (PR) remote control signals
for DC powered layouts
There are two types of simple remote control operations that will
respond to a PR. The first is a sustained response like a horn
where the effect is on as long as the remote control signal is
applied. The second is a toggle or counting action where the
response is to switch to an alternative each time the remote
control signal is applied. It seems convenient to use the direction
switch on the power pack, such as the switch, 304 in FIG. 3, to
provide a PR to blow the horn as long as the PR is present and then
turn the horn off as soon as the direction switch is returned to
its original position. However, when used to toggle a remote
feature on and off in the engine, there are two acceptable
possibilities. We could affect the toggle when a single PR is
received such as when the switch, 304, is changed or we could only
toggle the remote effect when two PR are received such as when the
direction switch is changed from one position to the other and back
again (in other words, a "PRP"). The second alternative has the
advantage of returning the direction switch to its original
position after the toggle remote control effect has been achieved.
For instance, if the direction switch is used to turn on a bell
while the engine is sitting in neutral, the direction switch, 304,
would be changed and returned to its original position. The effect
would be that the bell is on and the power pack direction switch is
back to its original status. This method allows us to replicate the
direction slide switch with a push button since the push button
always provides two polarity reversals whenever it is pressed and
released. Whenever we toggle a remote effect from "on" to "off" or
"off" to "on", we will use a PR twice to always return the polarity
to its original status. When we want to apply a signal for counting
we will apply two PR's (one PRP) for each count. For instance, if
we wanted to transmit the number four to turn on a forth remote
control effect, we would apply four PRP's.
FIG. 5 shows a double-pole double-throw push button switch, 501,
added in series to the output lines 309 and 310 of the simple DC
power supply in FIG. 3. When the push button switch, 501, is in its
resting position, position A, the line 310 is connected to output
terminal, 502 which connects directly to track rail, 307. Also,
line 309 is connected to output terminal, 503 which is connected to
the other track rail, 308. When the push button, 501, is in the
resting position the two lines, 309 and 310 are connected to the
track with the same electrical polarity as the connections shown in
FIG. 3.
When the push button, 501, is pressed to position B, line 310 is
now connected to the other track rail, 308 via output terminal,
504. Similarity, line 309 is now connected to track rail, 307 via
output terminal, 505. The polarity to the track is reversed when
the button is pressed.
The push button, 501, provides a PR whenever it is pressed down and
a second PR whenever it is released, regardless of how the
direction switch, 304, is set. In other words, the push button will
provide a PR for a sustained effect like blowing a horn and then
release the effect when the button is released. On the other hand,
the push button provides a simple method to apply a PRP for
toggling or counting by simply pressing the button in and
releasing. This switch is much simpler to use than the direction
switch, 304, to provide a PRP. Receiver method to detect a PR or
PRP for DC powered layouts without affecting the direction of the
locomotive
Since most engines designed to work on model layouts receive power
directly from the track rails, a PR would cause the engines to
reverse direction abruptly and a brief PRP may cause the engine to
at least stutter. In either case, this is not an acceptable
response. FIG. 6 shows a method of receiving and detecting a PR or
PRP without causing a change in engine direction.
The engine power pick-up is common for model trains using two rail
track. The locomotive is electrically connected to the track power
through truck 601. Sliding shoe 602 picks up one polarity of power
though the metal wheels connected to track rail 307. Sliding shoe,
603, picks up the other polarity of power connection though the
metal wheels in contact with track rail 308. The two trucks, 601
and 604 are both attached to the locomotive chassis (not show).
Both track connections are then routed to detector circuit, 608 and
to the input of full wave bridge rectifier, 607. The DC output of
the bridge, 607, is connected to the DC motor brush terminals, 606
and 605. The output of the detector, 608, is connected to the
remote control effect, 609. The detection method for a PR or PRP
can either be a simple analog circuit or a microprocessor based
system that will digitize the applied wave form on the track and
determine the PR or PRP by mathematical methods.
When a PR or PRP is applied to the track, the motor direction will
now remain the same since the bridge rectifier, 607, will always
deliver the same output polarity regardless of the track polarity.
The problem with this method is that there is no way for the user
to change the direction of the engine since the polarity to the
motor terminals is always the same.
FIG. 7 shows an addition of a motor controller, 701, to the circuit
shown in FIG. 6 that will allow motor direction changes. The
detector, 702, has been expanded to include an OBSG, motor
direction logic outputs to control the motor controller, 701.
When the motor controller, 701, receives logic output from the
control line, 705, the motor controller will apply the correct
polarity of DC to the motor terminals, 606 and 605, regardless of
the voltage polarity from the output of the bridge rectifier, 607,
or the polarity on the track rails, 307 and 308.
We are proposing two methods for the user to specify the desired
direction of his locomotive. One is to turn the track power off and
then affect a PR and then turn the power back on. This operation
can be easily detected as a special command different from a
standard PR since there is a period of time when no power is
applied. We could also specify how long this period of time of no
power must be before a PR signal is accepted as an engine reversal
command to avoid any confusion from a momentary no-power conditions
that may happen frown a normal PR remote control signal. For
example, if we specify that power must be off for at least a second
before a PR works for a direction change, this would avoid any
problems with a push button, 501, or slide switch, 304, having a
brief no-power condition between contact position A and B or any
power interruptions that might result from faulty track.
A second method of motor control is to use deliberate power
interruptions to change motor direction. In other words, each time
the power is interrupted for more than a specified period of time,
the motor changes to another direction state. Each successive power
interruption could cause the engine to change from forward to
reverse to forward to reverse, etc. If the motor controller, 701,
had provision to turn the power off to the motor completely, then a
neutral could be added to the sequence to provide the same
direction control that is now done with three-rail AC power trains
such as Lionel. That is, successive power interruptions would
produce direction states of forward, neutral before reverse,
reverse, neutral before forward, forward, etc.
A simple motor controller is shown in FIG. 8 using two single-pole
double-throw relays. Detector, OBSG and motor logic circuit, 702,
connects though line, 801, to relay, 803 and though line, 802, to
relay, 804, to actuate relay coil, 809 or 808, respectively.
Positive output from bridge rectifier, 607, in FIG. 7, is applied
through line, 703, through diode, 806, to the A contact of relay
803 and also through diode, 807, to the "A" contact of relay, 804.
Negative output from the bridge rectifier is applied through line,
704, to the B contacts of both relays, 803 and 804.
When both control lines, 801 and 802, are inactive, both relays,
803 and 804, are in the "A" position. This is a neutral state since
no power is delivered to the motor. The diodes, 806 and 807,
prevent the generator action from a turning motor to generate
current that would cause dynamic braking. If both diodes were
replaced by short circuits, and if the motor was turning when the
remote control command to change direction to neutral was received
by the detector, OBSG and motor logic circuit, the motor would come
to a very abrupt stop as it tried to drive current into a short
circuit. The diodes allow the motor to coast to a natural stop
since no matter which way the motor is turning, one of the two
diodes, 806 and 807, will be back biased. FIG. 8 is similar to the
motor controller circuitry shown as FIG. 3 of U.S. Pat. No.
4,914,431 except for the addition of the two diodes and the bridge
rectifier; since the circuit (in FIG. 3) is used for AC motors with
field windings it does not have the same problem with dynamic
breaking. The circuit in FIG. 8 achieves motor control by switching
one relay at a time. If both relays are activated at the same time
to position B, the motor is in neutral except that it will have
dynamic breaking effects. This effect may, in fact, be produced as
a desired remote control feature. A way to produce a less harsh
brake effect would be to switch in a pair of resistors across
diodes, 806 and 807. That is, one resistor across diode 806 and one
resistor across diode 807. Further, by controlling the amount of
conduction around diodes 806 and 807, a specifiable amount of
dynamic braking can be produced. For example, a dynamic brake
effect might start applying only a small amount of braking, but the
longer the operator continues to request dynamic braking, the level
of conduction around these diodes steadily increases. This way, the
longer the operator requested dynamic braking, the more of it they
would get. Variable conduction like this can easily be produced by
an appropriate active device such as a transistor, HexFET, or SCR
which is pulsed on and off.
One problem with the circuit in FIG. 8 is the insertion loss
between the track rails, 307 and 308, in FIG. 7 and the motor
terminals, 605 and 606. Although the relays do not produce
significant voltage drop, the diodes in the bridge rectifier and
the dynamic breaking diodes, 806 and 807, do. Another circuit that
can solve this problem is shown in FIG. 9. Here, a single
double-throw double-pole relay, 904, is used along with an
optocoupled triac ,902. The motor's direction is controlled by
using control line, 905, to control the relay coil, 901, and by
control line, 903, to gate the triac, 902. Neutral direction is
achieved by gating off the triac. Forward or reverse motor
operation occur when the triac, 902, is gated on; the polarity to
the motor is controlled by the position of the relay contact arms,
either position A or position B. The total insertion loss is now
equal to the voltage drop across the triac which is about 1.2 v.
The triac, itself, could be replaced by a relay to further reduce
the insertion loss but there is good reason for a fast high current
pass device that we will cover later. It may be possible to use
other types of pass devices like HEX FET's to reduce insertion
loss.
Now when a PR is detected by the detector and motor control logic
circuit, 702, the control line, 905, is activated to change the
polarity directly to the motor to prevent the engine from changing
direction. Unlike the circuit in FIG. 8, the relays are used each
time a PR is detected and there will always be a slight delay in
the detector logic and the relays before they can change the
polarity to the motor. This is usually not a problem and should not
cause any apparent change in locomotive operation. The only time
relay activation is not required when a PR is detected is when the
engine is already in neutral or when a PR is intended to affect a
direction change as described earlier. In the latter case, the
polarity to the motor is meant to be reversed so the relays should
stay in their present position.
Dynamic braking for the circuit in FIG. 9 can be produced by
applying a load directly across motor terminals 605 and 606. As
before, this load can be fixed or variable, and might be applied by
a relay or appropriate pass device.
Reversing Loops on two-rail layouts
Locomotives that have on-board motor controllers, have the
potential to no longer be troubled by misbehavior as it travels
through a reverse loop. A reversing loop occurs whenever a train is
turned around by a loop of track so it is facing in the opposite
direction. Thus, the locomotive will face a conflict of drive
polarity at the reversing interface. A model railroader normally
deals with this by installing polarity reversing switches at
various points on the layout to overcome these conflicts. A typical
reversing loop is shown in FIG. 14 for a DC powered train although
the problem is similar for AC powered trains. A DC power pack,
1401, which includes the normal direction switch is connected to
the "main" line, 1404 of the layout through additional reversing
switch, 1402. The outputs of the power pack, 1401 are also
connected to a reverse-loop branch, 1405, through another reversing
switch 1403. A locomotive, 1406 is shown running counter-clockwise
on the main line. The locomotive will simply run around and around
the main line until the mainline turnouts, 1407 and 1410, are
operated to direct the locomotive, 1406 onto the reverse-loop
branch, 1405. Electrically, the reverse-loop branch is completely
isolated from the main line, 1404, by insulating pin pairs 1408 and
1409. The operator will be sure that the two reversing switches,
1402 and 1403 are in the same "A" position before entering the
reverse loop branch. Once the locomotive, 1406, enters the reverse
loop at turnout, 1407, and is on the reverse-loop branch, 1405, and
located between the two sets of insulating pins, 1408 and 1409, the
operator will move switch 1402 from the A position to the B
position. This will flip the polarity of the power applied to the
main line track, 1404. Now the locomotive, 1406 can proceed past
insulating pins 1409 without a polarity conflict and onto the main
line. The locomotive, 1406 will now go around the main line in a
clockwise direction.
FIG. 15 shows a novel design where the four wheels of a powered
truck are interfaced to on-board electronics to achieve
independence from reversing-loop switches and problems. The reverse
loop situation is like the one discussed in FIG. 14, except that
insulating pin set, 1408 is eliminated. Also reversing switches
1402 and 1403 are no longer needed, although the model railroader
will likely already have them in the layout and will simply leave
them permanently set to the A position. The locomotive motor, 604,
is shown riding on a truck without power pick-ups; the power for
the motor comes from the sliding pickups on wheels, 1501 through
1504. A reversing scenario works as follows: Just as in the
description of FIG. 14, locomotive, 1406 runs around the main line
in a counter-clockwise. When the operator operates the mainline
turnouts, 1407 and 1410, the locomotive 1406, moves on to the
reverse loop branch 1405 from turnout, 1407, and proceed to
insulating pins, 1409. It is at this point that FIG. 15 is drawn.
The powered truck is shown just after the lead wheels, 1501 &
1502 on the truck have passed over insulating pin set, 1409. Since
the second set of insulating pins, 1408, is missing, the polarity
of the track voltage on the lead wheels 1501 will be opposite the
polarity on trailing wheels 1503 & 1504. In a classically
powered DC locomotive this situation would produce a dead short
across the track. FIG. 15 shows a different way to deal with this.
Historically, wheels, 1501 & 1503, would usually be
electrically connected together. Likewise wheels, 1502 & 1504,
would be connected. In this new method the power picked up across
wheels 1501 and 1502 are run through bridge rectifier, 1505, so
that the polarity of the power at wire, 703, is always positive
relative to wire, 704. Likewise the power picked up across wheels
1503 and 1504 are run through bridge rectifier, 1506. The output of
bridge rectifier, 1506, is also tied to wires, 703 (positive) and
704 (negative). This power arrangement ensures that the power input
to the motor control electronics is stable and with known polarity.
The voltages from wheels 1501-1504 are also routed to the rail
polarity detector, 1507, which will determine the difference
between a true direction reversal as applied from the power pack,
1401, verses the polarity changes attendant with running over
reverse loop insulating pins (such as 1409). In the case of a true
direction reversal, the polarity of voltage on wheel 1501 will have
been the same as the polarity of voltage on wheel 1503. Likewise,
the polarity of voltage on wheel 1502 will have been the same as
the polarity of voltage on wheel 1504. When a true direction
reversal as applied from the power pack, 1401, occurs, the polarity
on both 1501&1503 will reverse with respect to wheels 1502
& 1504. However, in the case of simply running over the
insulation pins of a reverse loop, the polarity of wheels 1501
& 1502 will reverse. After the second wheel set, 1503 and 1504,
proceeds past insulating pins, 1409, then their polarity will also
reverse. After the locomotive has passed the insulating pins, the
polarity of 1501 with respect to 1503 will again be the same as
will the polarity of 1502 with respect to 1504; they will simply be
reversed from what they were before crossing the insulating pin
set, 1409. In this way, the rail polarity detector electronics,
1507, is able to discriminate between a true direction reversal as
applied from the power pack, 1401, verses the polarity changes
attendant with running over reverse loop insulating pins (such as
1409) and will instruct the motor controller, 701, to reverse the
direction the motor is turning only when the operator changed the
polarity switch on his power pack, 1401, with the intention of
reversing the engine.
One last consideration is that the insulating pin should be
constructed in such a way as to ensure that when a wheel passes
over the insulated joint, the wheel itself does not form a short
across the rails. In FIG. 16a, a side view of the track is shown
with rail, 308, insulated from rail 1603, using a small insulating
pin, 1601. When conducting model railroad wheel, 1604, passes over
the insulating pin, 1601, the wheel will short out the two sections
of track, 308 and 1603, with disastrous results. The correct way to
install an insulating pin is shown in FIG. 16b. In this case, the
insulating pin, 1602, forms a slight bump on the top surface of the
rail. Thus, as the wheel, 1604, passes over the joint, it is pushed
up and does not short the rails. In the classical reversing loop
branch, special pins of this design, 1602, are not needed since at
the point in time when the wheel rolls over the pin, the polarity
on either side of the insulating pin has been switched manually so
that it is the same.
The control system described in this patent eliminates the need to
use such reverse loop switches and greatly simplifies the operation
of the train on the layout. Note, this will require that the
routing of power from various pick-ups on the locomotive be under
control of on-board motor-control electronics as to not short out
the track power. FIG. 15 shows how the power pick-ups from the
engine truck can be modified to achieve this. This method does, of
course, still require the use of an insulated track section to keep
the track itself from shorting out the transformer powering the
track at the reverse-loop points.
Motor back EMF (Electro-Motive Force) detection to determine motor
speed
Our train control system can be significantly expanded by having
information about how fast the engine is moving or a least to have
information about how fast the motor is turning. This information
can be used to generate new states for the on-board state generator
described in U.S. Pat. No. 4,914,431 to allow for new remote
control effects or state dependent effects. Besides new remote
control features, the speed of the engine 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:
1. To have the chuff sound-effect from a steam engine be
synchronized with the engine wheel speed.
2. To have the sound effect of an electric motor, such as the ones
used in Pennsylvania GG-1, change in RPM with engine speed.
3. To have the sound effects change under different loading
conditions. If the applied voltage is known and the speed is know,
then it is a simple computation to determine how much the motor is
loaded. The sound effects could change to heavier more labored
sounds when the model train electric motor is turning slowly with
high applied voltage. Alternately, if the electric motor is turning
fast at lower applied voltage, the engine sound effects could
reduce in volume and have much lighter unlabored sounds. Other
effects such as the amount of simulated smoke effect from smoke
stacks on the engine could change under different loading
conditions.
Another advantage of knowing the motor power demand is when trying
to match the power requirements of different engines on a multiple
headed train to make sure that each are sharing approximately the
load equally.
4. To determine how far an engine has traveled by time and speed
measurements which can be useful when programming the operation of
an engine to perform certain tasks or effects at different
locations on the layout.
5. To know how many revolutions a motor has turned between
lubrications.
6. To provide information for diagnostics to see how smooth the
motor is operating to determine binding problems or other
irregularities in motor performance.
7. To provide motor speed control to prevent the motor from
speeding up during the power boost from Lionel transformers when
the whistle button is used.
8. To know when a engine is slowing down to produce braking sound
effects such as squealing brake shoes.
9. To have the simulated sound effects of clanking wheels against
track joints correspond to train speed.
10. To know that a locomotive is stopped when power is still
applied to the track.
11. To know the direction of a locomotive.
12. To do speed control of the engine 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 engine 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
engine momentum.
13. To produce an appropriate amount of frequency shift in a
Doppler sound effect.
14. To be able to use speed as an input variable to change the OBSG
state. For example, a PR might operate the horn or whistle effect
if the motor speed is above some minimum threshold, but a PR might
toggle the bell on/off if the motor speed is below the
threshold.
One way to determine the motor speed on DC "can" motors (permanent
magnet motors) is by back EMF of the motor. Under normal conditions
with applied track voltage and the engine under load, the back EMF
is less than the applied EMF since power is being delivered to the
motor. However, when AC power is used or DC power from unfiltered
rectified AC, it is possible to measure the back EMF from the motor
during the sine wave zero crossing periods.
FIG. 10 shows an AC sine wave, 1004, applied to the input of a
bridge rectifier, 1003, which has DC outputs connected to DC motor,
1001. The output wave form, 1005, across the motor terminal is
shown for a motor stalled and the output wave form, 1006, is shown
for a motor that is rotating. When the motor is stalled (i.e.
powered but not moving) the output across the motor, 1001, is close
to zero volts, 1002, during each zero crossing of the input sine
wave, 1004. However, if the motor is moving, the output across the
motor, 1001, is above zero volts, 1007, at each zero crossing of
the input sine wave. In fact, the motor terminal voltage around the
zero crossing points are directly proportional to the motor speed.
The outputs from the motor, 1001, are connected to the input of
Back EMF Detector, 1008, which generates motor speed and polarity
signal, 1009. Inputs, 1010 and 1011, from the applied AC are
connected to the zero crossing detector, 1014, which is connected
to the back EMF detector, 1008. With information about when zero
crossings occur, the detector, 1014, can use simple analog gate
circuits to determine motor output polarity near the zero crossing
or it can also use an absolute valley detector (minimum absolute
voltage) which would not require a zero crossing detector. A more
direct back EMF detector would use an ADC digitizer circuit and
computer algorithms to mathematically analyze the motor voltage for
minimum absolute voltage.
Sometimes, power packs for DC model trains use filtered DC or use
duty cycle methods on pulse drive output to provide variable power
to the tracks. For these cases, there are no dependable zero
crossings and it may not be possible to determine motor back EMF
voltages directly. The best solution is to use a pass device to
interrupt the power briefly to the motor in order to determine the
back EMF during the time the power is electronically interrupted.
These interruptions should be long enough to ensure a good
measurement but short enough to not affect the apparent speed or
operation of the engine.
FIG. 11 shows pass device, 1102, added and the zero-crossing
detector, 1014, removed from the circuit in FIG. 10. The output
lines, 1112 and 1113, from the motor, 1001, are still connected
directly to the input of back EMF detector, 1008. An additional
control line, 1103, to the pass device, 1102, is used to gate the
pass device on or off.
In this circuit, the back EMF detector, 1008, sends out a pulse on
1103 to shut off the pass device, 1102, which disconnects the
motor, 1001, from the power source, 1003, for a specified brief
time interval. As soon as the pass device is shut off, the back EMF
detector measures the motor voltage on lines, 1012 and 1013, for
the time the pass device is off.
This technique can to be applied to any motor control circuitry as
long as a controlled pass device is available. For instance, the
pass device, 902, in FIG. 9 could be used to shut down the power to
motor, 805. It is probably impractical to use relays to interrupt
the motor power since they are slower to turn on and off than
active pass devices and would see a lot of "on and off" operations
under heavy load conditions which would affect long term
reliability.
Using optical tachometer techniques to determine motor speed
Since many new locomotives are being produced that use flywheels
attached to the motor shaft to improve coasting, a simple technique
to detect motor speed is to use an adhesive label of dark and light
bands applied to the flywheel and an L.E.D. transmitter and
receiver pair to detect the motion of the flywheel. As the flywheel
turns, the bands pass under the L.E.D. light source and reflect
back into the receiver; a dark or black bands produces little light
reflection and a white or silvered bands produces maximum
reflection into the receiver unit. The output of the receiver is
then detected by standard methods to produce pulses that correspond
to motor speed.
Providing power to the on-board electronics
Because many DC powered trains operate on a range from zero to
twelve volts, there is little power to operate on-board electronics
at the lower throttle settings if a simple power supply design is
used (like a bridge rectifier and filter capacitor). One way to
solve this problem is to use a boost type switching regulator
circuit to provide more voltage to the electronics than can be
provided from the track. This is, however, an expensive solution.
Another way to solve the problem is to change the range of the
throttle from 5 volts to 12 volts and install simple on-board
electronics to prevent the engine from moving until a full five
volts is applied to the track. In this respect, operating DC
powered trains would be similar to operating AC powered trains
using Lionel type transformers that start at 5 volts. Now, there
would be a dependable minimum five volts on the track to operate
the on-board electronics.
The simplest way to change the level of throttle voltage where the
motor starts to turn in the locomotive is use a pass device like
opto-coupled triac, 902, in FIG. 9 or the triac, 1102, in FIG. 11
to control the threshold "motor starting" voltage. One simply way
to do this is to supply the motor with the correct pulse drive duty
cycle to have it just start to rotate when 5 volts is applied to
the track and apply full power to the motor when maximum voltage is
applied to the track. For instance, the applied duty cycle could be
10% to just start the motor when five volts is applied to the track
and 100% when full voltage is applied to the track. In this way,
except for the insertion loss of the triac pass device (and bridge
rectifiers, if any), the operator still has the full power range of
his throttle to change the speed of the locomotive but it is
accomplished over a lower range of throttle voltage.
Since the pass device, such as 902 or 1102, controls the motor
independently from the applied track voltage, the design could
incorporate any function between the applied motor voltage as
dependent variable and applied track voltage as independent
variable. For instance, we could have the applied motor pulse drive
duty cycle vary as a linear function of applied track voltage
between 5 and 12 volts or it might be designed to provide an
expanded range at the lower voltages and less range at the high
track voltages. This would provide better control at lower voltage
throttle settings.
The function between the motor speed and track voltage could also
include time as a variable. This would allow modeling momentum
effects of starting a heavy train by having the motor power
increase slowly when the throttle is suddenly turned to a higher
setting. This would model the slower acceleration of a big train.
Simulated sound effects of a large engine under strain could be
supplied during this momentum power up period by using a different
sound record in the on-board sound effects generator.
Another way to solve the problem of supplying power at low voltages
on the track is to use a buck-boost type switching regulator power
supply to provide the necessary stable fixed output voltage for the
electronics over a large range of input voltage. A switching
regulator is also desirable since it can be designed to more
efficient than a linear regulator at high track voltage where and
avoid excessive heating in the locomotive.
Another technique is to use a battery backup to supply the
necessary voltage and power when the track supply is too low. Such
a circuit can also be designed to charge a re-chargeable backup
battery when the track voltage is high. In this way, the operator
may not have to replace or purposely recharge his battery if he
uses the engine at high speeds for sufficiently time periods to
replace the energy consumed from the battery at low speeds.
An additional feature that can be incorporated in a battery backup
circuit is a method of turning the battery off after a prescribed
time period when track power has been shut off. This way, the train
operator can turn his layout off and have his engine electronics
shut off automatically after a few seconds. The time-out period is
required to provide continuous operation of sound effects and other
features when the track power is being interrupted to cause
direction changes or a reset.
The trouble with switching regulators is that they are expensive
and operate at high frequencies that can cause Electromagnetic
Interference (E.M.I.) problems with other electronics. Another
power supply approach that works well for the DC train is the
voltage doubler circuit shown in FIG. 17. The track voltage on
rails 307 and 308 is applied to the on-board electronics through
conductors 1701 and 1702. The bipolar filter capacitor, 1703, is
used to insure that the DC source applied to the bridge 1704 is
dependable voltage without excessive ripple; if the track supply
voltage is filtered DC, there is little need for this capacitor.
The bridge rectifier, 1704, insures that this electronic power
supply will operate independent of the applied track voltage
polarity on 1701 and 1702; if 1701 is positive with respect to
1702, then diodes 1705 and 1706 will conduct current during the
operation of this circuit and diodes 1707 and 1708 are unused; on
the other hand, if 1701 is negative with respect to 1702, then
diodes 1707 and 1708 will conduct current and diodes 1707 and 1708
are unused.
The two output filter capacitors, 1709 and 1710 and connected in
series across the output of the bridge rectifier and their common
node, 1711, is connected to relay pole 1705 on relay 1716. When the
relay is connected to "B", there is no direct current to the common
node, 1711, from either power supply rails, 1701 or 1702. In this
case, the circuit is a simple bridge rectifier power supply with a
filter capacitor made from the series connection of 1709 and 1710.
The voltage at the power supply output terminals, 1712 and 1714 is
equal to the input voltage between conductors 1701 and 1702 less
the voltage drop across the diodes in bridge rectifier 1704. This
is the state of operation of this power supply when the input track
voltage on 1701 and 1702 is high.
However, when the voltage connected to input supply rails, 1701 and
1702 drops below a prescribed low voltage, VH, the voltage
threshold detector circuit, 1719, output line, 1720, turns on the
relay oscillator 1718, which causes relay 1716, to alternately move
from position "A" to position "C" at some fixed rate which
alternately connects the common node of capacitors, 1709 and 1710
to the power supply rails, 1701 and 1702. For the sake of
explanation, assume that the relay arm, 1715, is either at position
"A", "B" or "C" and spends very little time in transition between
the terminals. When the relay arm is at terminal "A", diode 1706 is
on and charges capacitor 1713 to the peak voltage across power
supply rails 1701 and 1702 less the voltage drop on the diode 1706;
all other diodes are off. When relay arm, 1715 moves to position
"C", diode 1705 is on and charges capacitor 1709 to the peak
voltage across power supply rails 1701 and 1702 less the voltage
drop on the diode 1705; all other diodes are off. The net effect is
to produce a DC output voltage from nodes 1712 to 1714 that is
equal to twice the input voltage on rails 1701 and 1704 less the
drop from two forward biased diodes. If there is a resistive load
across the output from 1712 to 1714, one of the two capacitors,
1709, 1710, will be changing from the track supply while the other
is discharging into the load. This will cause a ripple on the
output voltage from 171.2 to 1714 that has a frequency equal to the
frequency of oscillator 1718 and amplitude proportional to the load
current and inversely proportional to frequency of oscillator
21718. The optimum frequency for low ripple would be high as
practical considering other restraints like relay switching speed,
capacitor series resistance (ESR) and time constants, EMI, etc.
In a practical implementation, a relay would not be used since it
has a limited number of switch closures before wearing out. A more
suitable approach would be to use active switching devices like
Triac's to do the switching of the common node current at 1711; one
triac connected to each input rail 1701 and 1702 and have their
common connection to node 1711. This way, the triac could be left
off to have the standard bridge circuit described in above where
the relay arm, 1711, was connected to terminal "B" , or alternately
switched on and off at a high rate of speed to provide the doubling
output at low ripple. The only problem with using semiconductor
switches is the insertion loss since each triac will reduce the
output voltage doubling effect by about 3 volt.
This is a very practical circuit for overcoming the large input
voltage range used on the track for DC model railroading. When the
track voltage is low, the output voltage from the on-board
electronic supply is close to double the applied voltage but when
it is high, the output voltage can be reduced to approximately the
value of the input voltage. This will keep the on-board electronics
operating at low throttle settings, but keep the power supply from
getting too hot at high settings.
This doubling concept is even simpler when applied to AC trains.
FIG. 18 shows a circuit connected to track rails 307, 308 where AC
power is applied; rail 307 is considered the AC ground connection.
The track voltage is applied to bridge, 1804, to produce a DC
output across the series connected filter capacitors, 1809 and
1810. The common node of these two capacitors is connected to relay
1816 that connects them to AC ground, 307, when relay arm, 1815, is
connected to terminal "C" or to an open circuit when 1815 is
connected to terminal "A".
When relay arm, 1815, is connected to terminal "A", this circuit is
a standard bridge rectifier power supply with a filter capacitor
made from the series wired capacitors, 1809 and 1810, connected
across the output. When the applied voltage drops below a threshold
voltage, VH, voltage threshold detector circuit, 1819, cause the
relay arm, 1815, to switch to position "C" which starts the voltage
doubling operation. Now, when the AC input at rail 1801, is
positive, the positive terminal, 1812, of capacitor, 1809 will
change to the positive peak voltage through diode 1805; all other
diodes in the bridge are off. When the AC input at rail is 1801 is
negative, the negative terminal, 1814, of capacitor, 1810 will
change to the negative peak voltage through diode 1807; all other
diodes in the bridge are off. This produces a voltage output across
terminals, 1812 and 1814, that is equal to double the applied peak
voltage less the diodes drops from 1805 and 1807.
For this circuit, a relay can be practically used since it will
only move from one position to the other when the average input
voltage setting passes through VH. However, the output filter
capacitors, 1809 and 1810, may need to be larger since the ripple
will be governed by the load current and input line frequency on
track rails, 307 and 308 rather than the higher frequency possible
with the DC version in FIG. 17. In any case, both circuits have the
same advantages when applied to model railroading and go a long way
to solve the problem of providing a reliable voltage supply for
on-board electronics when there is a large input voltage range.
Method to apply high voltage DC signals to the track
Often, DC power packs used for DC powered trains will have a
separate output voltage to power accessories on the layout. If this
voltage is high enough, it can be converted to DC to provide the HV
signal separately. The only problem is that the HV signal must have
the same polarity as the applied DC track voltage; otherwise it
would be detected as a PR or PRP remote control signal. FIG. 12
shows a simple method to provide high voltage DC directly to the
track with the correct polarity.
The AC accessory output lines, 1208 and 1209, of DC power pack,
1201, are shown connected to the inputs of bridge rectifier, 1202.
The positive output of the bridge rectifier, 1202, is connected to
the top A terminal and bottom B terminal of double-throw
double-pole relay, 1204. The negative output of bridge rectifier,
1202, is connected to the top B terminal and bottom A terminal of
relay, 1204. The C preterminals of relay, 1204, are connected to
the B terminals of double throw double pole switch, 1205, while the
A terminals of switch, 1205, are connected to the variable DC
output lines, 309 and 310, that are connected to the variable DC
output from power pack, 1201, through reversal switch, 304. The C
terminals of switch, 1205, are connected to the track rails, 307
and 308. In addition, the variable DC outputs, 309 and 310, are
connected to the series connection of diode 1207 and relay coil,
1206, for relay, 1204.
Operation of this circuit is straight forward. If line, 310, is
positive with respect to 309, the diode, 1207 is back biased and
relay coil, 1204, is not actuated. If the user presses switch,
1205, a HV positive signal will be applied to the track rails, 307
and 308, that has the same polarity as the positive voltage
previously applied by output lines, 310 and 309. On the other hand,
if the polarity to the track from the power pack is reversed, so
that output line, 310, is negative with respect to output line,
309, then diode, 1207, will be forward biased and relay coil, 1204,
will be actuated (provided there is sufficient voltage to activate
the coil). Now, if switch 1205 is pressed, a high voltage negative
signal will be applied to the track rails, 307 and 308, that has
the same polarity as the negative voltage previously applied by
output lines, 310 and 309. In either case, the applied HV signal
will always have the same polarity as the applied track
voltage.
Microprocessor Implementation
FIG. 13 shows an embodiment for remote control of DC powered trains
using an on-board microprocessor. The microprocessor, 1301, along
with read only memory (ROM), 1303, and non-volatile RAM memory,
1302, encompass the state generator and many of the functions in
the blocks shown in FIG. 1 described in U.S. Pat. No. 4,914,431.
The ROM, 1303, contains the source code to interpret remote control
signals from the Analog to Digital Converter (ADC) signal detector,
114, and to generate the state generator states which are stored in
RAM, 1302, and to generate the addresses and learned commands which
are also stored in RAM, 1302.
The microprocessor also commands the motor controller, 1306, which
contains pass devices and/or relays to apply either positive or
negative voltage for forward and reverse operation of the motor,
1307, or to apply no voltage at all for neutral direction states,
or to apply varying amount of power for motor speed control. The
power for the motor comes directly from the output of motor
controller, 1306, which is connected to bridge rectifier, 1315,
which has inputs connected directly to the track rails, 307 and
308, and output connected directly to the motor controller, 1306;
the polarity of applied voltage to the motor controller is thus
independent of the polarity of the voltage on the track rails, 307
and 308. The Analog to Digital Converter, 1308, is connected
directly to the motor brush terminals to measure the applied motor
voltage or motor back EMF during the periods when applied motor
voltage is below the generated back E.M.F.; the digital output of
the ADC, 1308, is connected to the microprocessor, 1301, for speed
determination by a microprocessor subroutine.
Some of the nXm (read "n times m") effects, 111, 112, 113, etc.
shown in FIG. 1 and the state dependent effects, 121-123, in FIG. 1
are shown in FIG. 13 by the Remote Effects blocks, 1309. Many of
the nXm remote effects are special sounds stored digitally in ROM,
1303, and processed by the microprocessor. The DAC, 1312, converts
the digital sound information to analog which is filtered by a
reconstruction filter, 1313, to reduce digitizing noise and then
convened to audible sound by audio amplifier, 1310, and audio
speaker 1311. The audio amplifier, 1310, is also under the direct
command of the microprocessor to change the volume and tonal value
of the sound and information is fed back to the microprocessor
about the sound quality on line, 1324.
The signal detector, 114, in FIG. 1 is shown here by ADC, 114,
which is connected directly to the track rails, 307 and 308, to
determine power interrupt signals, the presence of a polarity
reversal, PR, or PRP signal or the presence of a high voltage, HV
or HVP, signals. If the ADC is fast enough it can also be used to
detect the presence of other remote control signals that may be on
the track including the presence of AC remote control signals
superimposed on the DC applied power. The output of ADC, 114, is
connected to microprocessor, 1301, which does the signal gating
function, shown as 118 in FIG. 1, and to determine the size of the
signal for doing special effects that respond to the magnitude of
the applied remote control signals.
The power supply for the system, 1316, is connected directly to the
track rails, 307 and 308. The output provides stable DC voltage,
V1, 1317, for the microprocessor, and DC voltage, V2, 1318, for the
audio amplifier and some of the special effects circuits, 1309.
Because the track voltage ranges from 0 to 12 volts, the power
supply is a buck-boost switching regulator design that supplies
both 5 and 9 volts over most of the entire input range (3 to 12
volts). In addition, the power supply also employs a battery
backup, 1319, which supply power to the system during periods of
high power requirements and/or very low input voltage or when the
input power is interrupted to do a direction change or a reset. The
switch, 1320, is under the control of both the microprocessor via
control line, 1322 and the switching regulator via control line,
1323. If track power is suddenly turned off to the rails, 307 and
308, the microprocessor, 1301, will open the switch after a
suitable period of time (perhaps 10 seconds or so) and thus
disconnect the battery from the system. If the microprocessor does
not perform this task, the switching regulator, 1316, will open the
switch, 1320, on its own after an additional time period. When
there is sufficient input power available from the track, the
switching regulator, 1316, also provides battery charging current,
1321.
The battery backup system is useful in this invention to maintain
sound effects and other special features that would seem peculiar
if they suddenly shut off when the track power is interrupted. In
particular, our reset feature .requires a three-second period
without track power and it appears more realistic to have the
simulated locomotive sounds continue during this period.
Remote control signals and states: The remote control signals used
for this embodiment are PR, PRP, HV and HVP. On-board state
generator states, or OBSG States, are shown in table 1 below. These
OBSG states are uniquely specified by the conditions listed in
columns 2, 3 and 4. The first column gives OBSG state reference
numbers that are used in the this discussion. However, these number
are not used in the system since the OBSG states are uniquely
defined by the next three columns. Also, which remote effect goes
with which OBSG state number is not important and future
embodiments may have different effects for different OBSG states.
The second column specifies the four direction states of the
reverse unit (forward, neutral before reverse, reverse, and neutral
before forward) plus the reset state. Reset, in this case, is
specified as a non-moving directional state. The third column lists
the number of times that HVP has been applied after entering a new
direction state. In either of the two neutral states or in reset,
HVP's can change the state of the OBSG. The forth column is
reserved for special conditions that can also affect the OBSG state
such as whether the engine ID number has been selected (called IDS
for ID Selected), the motor speed, temperature, time or other
remote control signals or if it is not dependent any other inputs
(represented by a ""). The fifth column indicates the remote
control signal that will operate the Remote Effect. This will
usually be an application of PR or a number of applications of PRP
shown as "n PRP". In particular, note that one remote control
effect in neutral is achieved by the combination of an HV and a PRP
shown as "HV&PRP''". If an asterisk (*) is shown in any of
columns two through 5, it implies that the condition or variable or
signal will not affect the OBSG state. The sixth column describes
the remote control effect. "N/A" means that a remote control signal
or special effect has not been assigned.
While the signals described in this patent are cast specifically in
terms that best relate to a DC- powered environment, essentially
all of the features described in this embodiment apply equally well
to any system that uses any type of remote control signals and
on-board state generator states to increase the number of remote
control options. For instance, the remote control features and
system functions for the DC powered trains can be applied to the
AC-powered environment simply by making a translation of terms.
In our earlier patent U.S. Pat. No. 4,914,431 we used the terms
superimposed positive DC remote control signal and superimposed
negative DC remote control signal. We also introduced another
remote control signal described as applied AC power supply voltage
in excess of a predetermined value (called "High Voltage AC" here).
Possible translations to the AC-powered environment can be made as
follows:
TABLE-US-00001 DC-powered environment AC-powered environment PR
Continuous superimposed positive DC remote control signal PRP
Positive DC pulse R/C signal HV Superimposed negative DC remote
control signal or High Voltage AC supplied power HVP A brief
application of superimposed negative DC remote control signal, or a
brief excursion from Low Voltage AC applied power to High Voltage
AC applied power and back again to Low Voltage AC applied
power.
In addition, the use of on-board microprocessors and A/D converters
allows for improvement in the detection of remote control signal
for both AC and DC powered trains. An example for AC powered trains
is the detection of the small amount of DC remote control signal
after the application of a large DC voltage from older type Lionel
transformers (referred to earlier as position 2 and position 1 ).
Using mathematical techniques, the microprocessor can determine if
a position 2 DC signal occurred after a position 1 signal and turn
on the remote effect immediately and keep it on while the smaller
position 2 DC is present. On the other hand, if the position 1
signal was not present, and the microprocessor and A/D detected a
small amount of DC that could be a position 2 DC signal, it could
wait for a period of time to be sure that it was not a spurious
signal. This is an improvement of simple hysteresis detection
because it allows for responsive remote control effects when the
signal is strong but does not eliminate a response altogether if
the signal is weak. Also, when the Lionel horn is released, another
large DC position 1 signal is generally applied to the track and
this can be used to advantage by the microprocessor to know for
certain that the remote control signal was meant to be removed. On
the other hand, if the weaker position 2 signal is accidentally
interrupted or falls below allowable lower limits, the
microprocessor could wait for a short period of time before
shutting off the remote effect to be sure that the remote control
signal had actually been removed.
TABLE-US-00002 Summary of Acronyms used: ADC Analog to Digital
Converter DAC Digital to Analog Converter EMF Electro-Motive Force
ID Identity IDS Identity Selected HV High Voltage HVP High Voltage
Pulse LV Low Voltage OBSG On-Board State Generator or On-Board
Electronic State Generator PR Polarity Reversal PRP Polarity
Reversal Pulse RAM Random-Access Memory ROM Read-Only Memory R/C
Remote Control
In summary, in the table below, the OBSG state in column one is
uniquely determined by the status of the variables in the next
three columns [the Direction State, the number of High Voltage
selects (#HVP "select") after entering a new direction state and
other conditions such as if the identification number has been
selected (IDS) or it does not matter what extra conditions exist
(represented by a "")]. Column 5 specifies the remote control
signal that operates a specific remote effect based on the OBSG
state and column 6 describes the effect. In other words, if you are
in OBSG state #5, you must have entered reset, then applied a total
of 4 HVP select operations the object ID number must have already
been selected. Now, if a PRP is applied, the engine will toggle
between master and slave. To get to OBSG #1, simply do a reset
(turn power off for three seconds or more and re-apply power).
TABLE-US-00003 1 2 3 4 5 OBSG Direction # HVP Other R/C "operate" 6
State State "select" Conditions Signal Remote Effects 1 Reset 0 * n
PRP Temporary/Road ID 2 Reset 1 * n PRP Engine select. 3 Reset 2
IDS n PRP Temporary ID set. 4 Reset 3 IDS PRP Temporary ID clear 5
Reset 4 IDS PRP Engine master/slave toggle. 6 Reset 5 IDS PRP
Engine reversal/non-reversal toggle. 7 Reset 6 IDS PRP Motor Chuff
volume set. 8 Reset 7 IDS n PRP Overall sound volume setting. 9
Reset 8 IDS PRP Smoke/overhead blinking light on/off toggle 10
Reset 9 IDS n PRP Selects page 11 Reset 10 IDS PRP Uncoupler
on/off. 12 Reset 11 IDS n PRP Automatic Operation. 13 Reset 12 IDS
Timed PRP Fuel tank fill. 14 Reset 13 IDS N/A N/A 15 Reset 14 IDS
N/A N/A 16 Reset 15 IDS n PRP Road ID set. 17 Reset 16 IDS n PRP
Engine ID set. 18 Reset 17 IDS n PRP Engine and/or Road ID clear 19
Reset 18 IDS n PRP Operational clear 20 Reset 19 IDS n PRP
Transformer type. 21 Reset 20 IDS n PRP System type. 22 Reset 21
IDS PRP Reset engine log. 23 Reset 22 IDS PRP Track sanding 24
Reset 23 IDS N/A N/A 25 Reset 24 IDS N/A N/A 26 Reset 25 IDS N/A
N/A 27 Reset 26 IDS N/A N/A 28 Reset 27 IDS & Motor n PRP Chuff
Level/rate setting Speed 29 Reset 28 IDS n PRP Dynamic breaking
selection. 30 Reset 29 IDS n PRP & timed Selects different horn
PR's frequencies 31 Reset 30 IDS PRP Overhead blinking light
on/off. 32 Reset 31 IDS N/A N/A 33 Reset 32 IDS PRP Feedback
on/off. 34 Reset 33 IDS PRP Doppler Shift horn enable 35 Reset 34
IDS PRP Lock-out enable 36 Reset 35 IDS PRP Test tones. 37 Reset 36
IDS PRP Diagnostic Status. 38 Reset 37 IDS PRP ITIC off.on. 39
Reset 38 IDS N/A N/A 40 Reset 39 IDS N/A N/A 41 Neutral 0 LV &
master & PRP Toggle bell on or off. Coupler not armed 42
Neutral 0 HV & Uncouple PRP Arms coupler. enable "on" 43 * *
Coupler armed PRP Opens coupler. Not Reset 44 Forward n Coupler not
PRP Blows horn n times. & armed Reverse 45 * * Not RESET &
PR & 2 sec Locks direction into current Lock-out enabled power
down direction 46 Neutral 2 * PRP Tender tank water fill sound
effect 47 Neutral 3 * PRP Filling sand dome sound effect 48 Neutral
4 * PRP Shoveling coal sound effect (fixed time record) 49 Forward
* Doppler Enabled PR within 0.25 Horn continues to blow but or
& Motor Speed & sec of end of the frequency of the horn
(and Reverse PRP > 2 sec horn. all sound effects) slide from
(horn blows) their original pitch to a lower pitch determined by
the motor speed. The pitch of the sound effects very slowly return
to "normal" while horn is off. 50 Neutral 5 * PRP Ash pan scrap or
grate shake 51 Neutral 6 * PRP Track Sanding
1. This state allows the user to select his engine by applying a
number of PRP's equal to the temporary identification or road
identification (ID) numbers. Temporary ID numbers are assigned to
the engine or remote object in OBSG state 3 and Road ID numbers are
assigned to the engine or remote object in OBSG state 16. If an
engine has a temporary ID number assigned, it takes precedence over
any road ID number assigned. In other words, if an engine has Road
ID of m and Temp ID of n, then applying m PRP's would not select
the engine but applying n PRP's would select the engine. Selecting
an engine is the same as turning it on. Once an engine is on, it
can be cycled through all direction states. In reset it will
respond to commands in the table where IDS is shown under "other
conditions". If an engine is off, it will not respond to any
command except reset which will allow it to be selected in OBSG
state 1. There is a special effect that can be added to this state;
it is "engine start." This is the sound of an engine coming up to
pressure (in the case of a steam locomotive) or the sound of a
diesel motor turning over. This can occur simply by making the
length of the PRP a predetermined time (such as 3 seconds.) Thus,
when you select, say, engine #3--the third PRP would be held for 3
seconds. This control sequence would begin the "engine start"
effect. If an engine had not been lubricated for a long time and,
as such, had not had the lubrication timer reset, then a clever way
to communicate the need for engine lubrication to the operator
would be to make the engine very hard to start. The amount of time
that an engine has been running would be summed and recorded in
memory.
2. This state allows the user to select an engine by applying a
number of PRP's equal to the engine ID number. Engine ID numbers
are assigned to the engine or remote object in OBSG state 17. The
engine must be selected with Road or Temporary ID number in OBSG
state 1 before he can select an engine with engine ID numbers. The
use of Road and Engine ID numbers allows the model train operator
to first select his group or "road" and then to select his engine
within that group. For instance, the operator may first select all
UP (Union Pacific road name) model engine in OBSG 1 which will turn
on all engines in that group. Then the operator moves to OBSG state
2 and selects specific engines within that group using the engine
ID numbers. Using Road and Engine ID numbers allows the operator to
group his engines conveniently and avoid high ID numbers.
3. This OBSG state allows the user to set his temporary ID number
by using a number of PRP's. When the operator is in OBSG state 3,
applying "p" PRP's will assign p as the Temporary ID number.
Temporary ID numbers are used to give the engine or remote object a
number that can be used temporarily to override the road ID number.
This allows the user to assemble any number on engines in a train
and give them all the same temporary ID number to allow operating
the train as a single unit with only one ID number. When the
temporary ID number is erased (cleared in OBSG state #4), all the
engines or remote objects return to their original Road number to
allow the user to select each engine separately.
4. This OBSG state allows the user to clear or "erase" the
temporary ID number by applying a PRP.
5. This OBSG state allows the user to set his engine to slave
status with a PRP; in this condition the bell and whistle/horn
remote control effect will not operate. This is useful when running
a number of engines together where the user does not want all the
horn and bell effects on all engines to occur at the same time. The
master status means that the user can operate bells and
whistle/horns.
6. This OBSG state allows the user to turn on or off the reversal
special effect with a PRP which programs the engine to start in
neutral before reverse rather than neutral before forward. This is
useful when the user wants to run engines facing back to back or
nose to nose in a multiple engine consist (grouping of several
engines running together).
7. This OBSG state allows the user to change the engine motor or
chuff volume sound effect with repeated use of PRP's. In this
state, each time a PRP is received by the engine, the sound
decreases until it reaches zero volume. At zero volume, the next
PRP will cycle the volume back to maximum and the process continues
to lower and lower volume as each PRP is received.
8. This OBSG state allows the user to set the overall volume of all
sound effects on his engine or remote object with repeated use of
PRP's in the same manner as described in OBSG state 7 above. One
method is to use a digital potentiometer to attenuate the audio
signal into the audio amplifier. Each application of a PRP could
change the resistance and hence the sound volume. Another way is to
change the digital sound output by multiplying each digital sound
amplitude by an attenuation factor before it is applied to the
output D/A converters. In this example, each PRP would select a
different digital attenuation factor to change the volume.
9. This OBSG state allows the user to toggle on and off the smoke
generator effect with each PRP. The smoke generator is used to
model the steam and smoke that is exhausted from steam locomotive
smoke generators and steam chests. This effect can also be used in
diesels to model the smoke from the diesel exhaust.
The smoke generator can also be accompanied by a firebox lighting
effect that can simulate the fire in the steam locomotive. If these
two effects were always on or off at the same time, the firebox
lighting effect would be very useful as visual feedback to indicate
that the smoke generator was on. Smoke generators usually have a
hot element that burns a light oil to produce smoke. If the element
is on with no oil present, it will usually bum the heater element
out sooner; most manufacturers recommend turning the smoke
generator off when not in use. Unfortunately, it is easy to
accidentally leave it on after the oil is completely burned because
there is no indication it is on (no smoke). However, if a firebox
effect is on only when the smoke generator is on, the glowing and
flickering lights will remind him to either add oil or turn the
smoke generator off.
The actual flickering effects from the smoke generator can be
controlled from the on-board system computer since it is best
suited to produce the random variations in light intensity required
to simulate a fire effect. Also, since the computer controls the
sound effects for the steam chuff, it could have the fire effect
glow brighter whenever a chuff occurs. In real steam locomotives, a
partial vacuum is produced by the exhaust of the steam out the
smoke stack which draws air into the firebox draft opening; when
the engine is moving slowly, you can see the immediate effect of
the extra oxygen on the fire as it gets suddenly brighter.
Since the model steam engine usually has the on-board electronics
in the tender and the smoke generator and firebox lights in the
engine, there may be many wire connections required to operate the
different effects. One way to avoid unnecessary wiring is to have
the smoke generator come on at full power whenever the random
signaling for the lighting effects for firebox is present. This
could be done by filtering the variable pulses for the firebox
lamps to produce a single on/off input signal to the smoke
generator.
In a more advanced system, the smoke could be produced in response
to the brightness of the tire. In this way, when an engine is
working hard going up a grade or starting a heavy train, there
would be a hot glowing fire and a lot of smoke. When the engine is
slowing down or moving down a grade, there would be less fire and
less smoke. Also, firebox activity or brightness could be part of
an "engine start" effect, perhaps gradually coming up to "full
fire". The engine could be made immovable until "full fire" is
achieved.
A new type of smoke generator could also be added to produce smoke
exhaust only when the chuff sound is heard. Normally, smoke
generators on model trains fall into two categories. The first is a
continuous smoke generator that produces smoke at a constant rate
at the applied power level. The other type produces puffs of smoke
from a plunger that exhaust air through the smoke element that
carries smoke out the smoke stack; the plunger is often
mechanically coupled to the wheels or gear box to produces more
puffs of smoke as the speed is increased. This second type of smoke
generator is more realistic looking but requires that mechanical
parts are connected to the engine which makes it expensive to
produce; it also limits its use as an aftermarket product since
most users will not want to alter their engines nor do they usually
have access to machinists to add the mechanical connections to the
wheels or gear box.
A better idea would be to use an air source that is controlled
electrically from a solenoid or other mechanical apparatus. This
way, whenever a chuff is heard, air could be exhausted through the
smoke element and out the smoke stake. For instance, a solenoid
could be used with a plunger in a cylinder to pump air though the
smoke element whenever the solenoid is activated. In this way, the
smoke could be make synchronous with the chuff sounds and the
brightness variations in the smoke box, producing a very realistic
effect.
This same idea could be applied to diesels. Although diesels do not
have the same amount of smoke as a steam engine nor as distinctive
"puffs" of smoke, they do smoke profusely whenever they are under
heavy load. Instead of a solenoid type plunger arrangement, a
better choice would be a pump or fan that would produce a
continuous stream of air through the smoke element when activated.
The amount of air and the duration or the exhaust could be
controlled from the microprocessor to correspond to the labored
sounds of the engine and the demands on the motor.
This OBSG state can also be used to turn on or off an overhead
blinking light that is commonly found on modern diesels.
10. This OBSG state allows the user to select other groups of
effects and options with repeated PRP's. If n PRP's are pressed,
the user has advanced to page n. There are only a fixed number of
pages (say p); once the user gets to the p.sup.th page, the next
application of a PRP will advance his page to the original page at
OBSG state #10 and additional PRP's will again advance the user
through the p pages in an endless loop.
Each page has a fixed number of selections (say m) and selections
are made by using HVP's in the usual manner. When the user gets to
the mth selection, the next HVP will move the selection back to the
first selection or "page" position. In other words, using repeated
HVP's will continue through the same set of "m" selections in an
endless loop. To exit the loop, the user can interrupt the power or
return to the page selection position which is always position #1
on each page. The selections on each page are operated with PRP's
or PR's in the same way there are done for other OBSG states.
This paging concept allows the system to expand the number of OBSG
states in a manner that provides better organization of features
and reduces the number of HVP's required for the same number of
features. For instance, if there are 100 possible remote effects
for reset, the user would normally have to use 100 HVP's to get to
the last selection. However, if the 100.sup.th effect was the tenth
position on page ten, then the user would only have to apply ten
HVP's to get to OBSG state #10, ten PRP's to get to page ten and
ten HVP's to reach the tenth position on page 10.
11. This OBSG state allows the user to toggle on and off the
uncoupler effect. The actual uncoupler operation is described below
for OBSG state 42 and 43.
12. This OBSG state allows the user to select a number of different
automatic train operation modes with repeated PRP's. Each time a
PRP is received, the engine is set to perform to a different
pre-loaded program that will blow whistles, ring bells, etc. After
the last choice is made, the next PRP will return to the first
automatic operation choice and the process continues.
A program for automatic operation of the engine or remote object
might not commence until the engine leaves reset to go into forward
and is commanded to initiate the program. One automatic operation
is called "station stop". When this choice has been selected and
the user is in forward, blowing the horn in some coded way such as
two longs and two short blasts, or perhaps holding the bell button
down for a predetermined time period, will start the engine's
programmed sequence appropriate for coming into a train station.
For instance, the program may first start tinging the bell until it
comes to a stop. After the direction state has been changed to
neutral before reverse, the system might play a digital sound
record for a train arrival announcement such as "Now arriving on
track 2, the New York Central Limited, etc . . . . ". When the user
cycles the direction state to neutral before forward, there might
be a departing message like "Now leaving on track 2, the New York
Central Limited bound for Marysville, Altuna, etc. . . . ". When
the user changes the direction state to forward, the bell might
start ringing and last for 10 seconds or so. The big advantage of
station stop announcements in the engine, is that the announcement
is correct for the arriving or departing train. If different
announcement are on recordings in the station, then there must be a
way to select the proper announcement for the arriving train. The
operator can easily do this by sight but it is difficult for the
station to make the decision since it would need to discriminate
between one engine on the track versus another. To determine the
identity of a engine on a track is technically more difficult then
having recordings located in the engine. It would require some way
to read the train's name such as using a bar code reader in the
track directed upwards to read a label attached to the underside of
the engine as it passes over that track section or perhaps an LED
transmitting digitally encoded information from the engine to an
LED receiver beside or on the track.
The possibilities for automatic operation are quit board. In future
systems, it will be possible for the user to program his own
autonomic operation sequence. One very simple method is to have the
engine learn the program by having the sequence performed once by
the user. After that, when the program is started, the engine would
repeat the same steps of blowing the horn, ringing the bell, etc.
Also, the engine could be taught macro commands to respond to a
remote control signal with a prescribed set of responses or the
engine might be taught to respond to certain types of combinations
or time sequenced remote control signals such as a horn that blows
three short blasts and one long one, or track power interrupts of a
certain time pattern, etc. More complex tasks for automatic
operation, that required interacting with control tracks, track
sensors, etc. may use PC's to connect directly to the on-board
serial port to make programming easier.
Another special effect that can be included in automatic operation
is moving silhouettes in the engine cab or passenger cars to
simulate people getting on and off a train at the station. Train
manufacturers have for years included painted silhouettes of train
passengers on translucent backing inside the window areas of
passenger cars. As the cost of flat panel displays and memory
decreases, it would be a novel idea to have these otherwise fixed
silhouettes get up and move around the passenger cars by using
computer graphics animation techniques. Normally, while the train
is moving or at rest (but not at a station to load and unload
passengers), the passengers could be getting up and moving around
from car to car or eating at the dining car or any of a number of
activities. At a train station, they could be shown standing up,
getting down luggage, walking to the end of the car (to simulate
leaving the car) etc. On the other hand, if they were boarding, all
these activities would be done in the opposite order. Also, the
motion of the silhouettes could respond to other inputs like
temperature or motion or time of day, etc. For instance, if the
train was run to fast, people could be shown falling over or if the
temperature were too high, they could be shown taking off their
coats and it were dark out side they could be shown going to bed,
etc. Appropriate sound effects could accompany each of the
different silhouette scenarios such as braking glass or yelling
customer in the dining car when the train moves too quickly.
A more advanced system could use color LCD displays to show more
realistic colored in figures moving around inside the passenger
cars. In fact, color car interior backgrounds could be shown on the
LCD display for added realism. Another technique would be to
actually add car interiors (such as seats, tables, etc.) and then
place a single color or monochrome "transparent" LCD display down
the center of the car that could be viewed from either side of the
car. This would be cheaper to produce since there would only be one
display. It would also appear more realistic and add visual
perspective because the figures would actually be in the center of
the car, rather than next to the window area.
The system for moving passengers could be completely on-board in a
passenger car that has its own independent computer and graphics
display. It could also have its own on-board state generator and be
triggered in the same way described above or it may simply respond
to a direct remote control signal or digital remote control signal
to turn it on or even to direct the activities on the graphics
display. This way, it would be independent of the engine. In fact,
this concept of moving silhouettes is so broad that it can be
applied to all aspects of model railroading or to modeling in
general. Moving silhouettes can be applied to miniature houses,
automobiles, business, etc.; anywhere there is motion behind a
window or open structure.
13. This OBSG state allow the user to fill his fuel tank with fuel
for simulated limited operating range. Apply a sustained PR will
result in more simulated fuel being placed in the fuel tank
depending on how long the PR is maintained. The user will hear a
bell ding every few seconds to tell him the amount of fuel. When
all the fuel is used up the engine will stop.
14-15. OBSG states 13-15 have not been assigned.
16. This OBSG state allows the user to set his Road ID number with
repeated use of PRP signals. Applying "p" PRP's where p is any
integer will assign p as the Road ID number.
17. This OBSG state allows the user to set his Engine ID number
with repeated use of PRP signals. Applying "p" PRP's where p is any
integer will assign p as the Engine ID number.
18. This OBSG state allows the user to clear his Road or Engine ID
number. The first application of PRP will clear the Road ID and the
second will clear the Engine and Road ID number.
19. This OBSG state allows the user to apply a PRP to reset all
values set in all OBSG states one through 18 back the factory
original values.
20. This OBSG state allows the user to set his system for optimal
operation with different transformer types. Each time a PRP is
received, a different transformer type is set. After the last
transformer type is selected, the next PRP will cycle back the
first choice and so on.
21. This OBSG state allows the user to select how his system is
configured to provide different sets of responses to re,ote control
signals for the OBSG states. Each time a PRP is received, he has
selected a different set of pre-programmed responses for the OBSG
states and remote control signals. This is useful when additional
remote signals are available and the system can be expanded to do
more functions and features. The selections in this OBSG state will
keep the product from becoming obsolete since any new signaling
system can be incorporated. As an example, this OBSG state will
allow the user to select from a number of command control systems
that will be available in the future. Conversely, selections in
this OBSG state is also useful when trying to limit the number of
remote control features for first-time users. After the last System
Type is selected, the next PRP will cycle back to the first choice
and so on.
One system type of importance is a backward compatible system that
will allow the user to operate this system equipped engine in the
same way (or nearly the same way) as he operates his standard
engines where the motors are electrically connected to the rails.
For DC powered train layouts, this means that the system equipped
engine must always start in a direction specified by the track
polarity and changing polarity will change direction. In this
state, under normal operation, there can be no reset to a neutral
directional state since this would be non-compatible with other
engines that do not have any neutral states. If system equipped and
standard engines were both used in a multiple headed consist and
power was turned off for the reset period, the engines would not
all be in the same directional state if a neutral direction reset
was allowed. Also, a backward compatible system means that there is
no easy to use remote control signal since PR's will cause
direction changes and HV's will cause the engines to speed up
abruptly. Therefore, in true compatibility mode, there is no remote
control horn or bell operation using these two remote control
signals. Also, it would appear that once the choice has been made
to use the backward compatible system, there is no way to get back
into a reset state to get out of this system or make any other
changes for that matter.
However, we have described earlier a way that provides most of the
necessary backward compatible operation but still leaves a way to
do simple remote control. In this system, the direction button is
used as a remote control signal when the engine is moving (to blow
the horn, etc.) but when the engine is off, changing the polarity
and turning the power back on will cause a direction change
instead. In this system, the engine only has two directional states
available (forward and reverse) but the user can still use PR to
blow the horn when it is moving. However, the user should not blow
the horn when the system engine is used with standard engines since
the PR will reverse the standard engines. Since most operators of
DC powered trains do not reverse their engines while the engine is
moving (it is hard on the engines and looks very non-prototypical),
this system is ideal as a backward compatible system that still
retains some remote control effects.
There is still the problem of how to get back into reset. Since
there is a remote control signal available (PR) there are a number
of possible techniques to enter reset. For instance, the user could
blow the horn with some coded sequence like two long and two short
blasts to get into reset or hold the horn down for a specified long
period of time, etc. Our preferred technique is to press the horn
button while moving and while the PR is being applied, turn off the
power for the reset time period. When power is reapplied, the
engine comes up in neutral and in reset. When the user wants to
exit reset, the power is interrupted. This procedure to get into
reset is the same as the unlock procedure described below in #45.
Since the unlock procedure will bring an engine back to reset,
there is a certain consistency in using this technique to always
bring an engine back to the reset state, regardless of the system
type.
With only the PR signal available and no neutral directional state,
the bell cannot be turned on the normal manner. However, as
described above, a coded horn could be used to toggle the bell on
and off. Another approach is to use the applied track voltage
setting and the PR signal to control either the bell or the horn.
If the track voltage is at a low setting below a predetermined
value, PRP's will toggle the bell on and off. If the track voltage
is above the predetermined setting, PR's will blow the horn.
A third technique is to use temporal OBSG states to determine if
the bell toggles or the horn blows. Normally, OBSG states are
static and stay fixed unless changed by a direction change or the
application of some remote-control signal. A temporal OBSG state is
one that is only there for a predetermined period of time and then
either returns to the previous OBSG state or changes to some other
determined OBSG state. For this particular example, a temporal OBSG
state is established when a PR is first detected and lasts for say,
500 msec, and then the OBSG returns to the previous state. If
another remote control signal were available, we might use the
temporal OBSG state to change the effects of this remote control
signal. However, since we only have the one remote control signal
(PR), we propose using it for double duty in the following way.
While the OBSG temporal state is present, the application of a PRP
can be used to toggle the bell on and/or off but will not cause the
horn to blow. After the 500 msec when the OBSG returns to its
original state, the continued application of a PR will cause the
horn to blow but will not toggle the bell on and off. The effect
for the user is that if the PRP is applied quickly, the bell will
toggle on or off but if the PRP is applied for a longer period, the
horn will blow and there will be no effect on the bell. As long as
the user applies PRP longer than 500 msec, the horn will blow but
will have a 500 msec delay. On the other, hand, if the user applies
a PRP within the 500 msec period, the bell can be toggled on and
off.
This third technique can be improved further by preventing the
temporal OBSG state from occurring within some specified time
period from the last application of a PRP (say two seconds). Now
when the user applies a PRP (longer than 500 msec) to blow the
horn, there will be a 500 msec delay as usual but thereafter,
applying additional PRP's of any duration will blow the horn
quickly without delay as long as the time period between each PRP
is less than 2 seconds. The user will only perceive the 500 msec
delay for the first horn blast. The user will probably not notice
any limitations in toggling the bell on and off since he will only
occasionally attempt to operate the bell directly after blowing the
horn. If he does try to toggle the bell too quickly after blowing
the horn, the horn will simple blow again. He will quickly learn to
wait out the two second before trying to operate the bell.
Another improvement can be made to this third method of blowing the
horn and operating the bell by noticing that the bell is seldom
turned on in prototype locomotives when the engine is moving at
high speed; the bell is usually a feature reserved for moving into
or out of a station or yard environment. Therefore, we could use
the speed measurement of the engine and only allow the bell to be
toggled when the engine is below some predetermined speed setting.
Now the delay in the horn will only be noticed for the first blast
if the engine is moving slowly and not noticed at all when moving
at high speeds. We could also use this speed detection method to
shut the bell off automatically when moving at speeds above the
predetermined speed setting and turn back on when returning to a
speed below the predetermined speed setting.
22. This OBSG state allows the user to reset his engine log to zero
time. The engine log records the amount of time the engine has been
on for information about when to lubricate the engine or to
determine when the engine will need refueling. The computer will
update the running time stored in memory after a specified time
period (e.g. every five minutes). Applying a PRP in this OBSG state
will reset the memory to zero time.
23-27. OBSG states 22-25 have not been assigned.
28. This OBSG state allows the user to set the chuff threshold and
maximum chuff rate with PRP's as a function of motor speed. Chuffs
are the digital sound effects that simulate the sound of steam
exhaust frown running steam locomotives. With the first PRP, the
engine starts moving and the chuffing sound is heard. The user
lowers the speed until it is just at a stall and applies another
PRP; the engine is now set to start chuffing at this measured motor
speed. The user now turns the throttle up until the engine is
running at its maximum desirable speed; anther PRP will set the
speed where the maximum chuff rate will occur. If another PRP is
applied, the entire process of setting the chuff threshold starts
again.
29. This OBSG state allows the user to select the amount of dynamic
braking. Each successive application of a PRP will decrease the
amount of dynamic braking until zero braking is reached. The next
PRP will return the selection to maximum braking and the process
will continue with each PRP in an endless loop. Each selection of
dynamic braking will apply a different load on the motor when it is
coasting (i.e. coasting means the average applied voltage to the
motor is less than the back E.M.F. from the motor). The load can be
purely dissipative or like the prototypes, useful work can be done
with the generated motor output such as powering the cooling fans,
etc. In any case, appropriate sounds can be generated during the
dynamic braking periods to simulate the actual effect (fan motors,
electrical humming, etc.).
For a more advanced system, the dynamic braking could be under
constant control of the operator where the amount of applied
loading to the motor/generator could be varied real time.
30. This OBSG state allows the user to customize his diesel horn or
steam whistle to have any combination of tones. Each time a short
PRP (less than three seconds) is pressed, the horn or whistle
choice moves to the next higher frequency tone without selecting
it. However, if a PRP is maintained for three seconds, the next
horn or whistle tone will be selected as part of the horn ensemble.
After the last or highest frequency is selected, it returns to the
lowest to continue the selection process. At each selection or
choice, that particular horn or whistle record is heard for easy
reference. For instance, consider the case of five horn sound
records available in memory (e.g. Horn 1, Horn 2, Horn 3, Horn 4
and Horn 5). If the user applied a PRP for three seconds he would
hear the sound of Horn 1 and he would have chosen Horn 1 as part of
his horn ensemble. If he then applied a PR by pressing button, 501,
"in" he would hear horn 1 and after three second, if he let go of
button, 501, he would have selected Horn 1. On then other hand, if
he had held in button, 501, for only two seconds, he would heard
Horn 1 but would not have selected it. If he then applied three
more short PRP's (less than three seconds) and then one long PRP
(more than three seconds) he would have selected Horn 5 but not
Horn 2, 3 or 4. After leaving OBSG state 30, his new diesel horn
would be composed of both Horn 1 and Horn 5 records.
Real railroads often have very distinctive horns although there are
only a small number of standard horn frequencies available.
Individual railroads will use one, two, three, four or five chime
horns with their choice of the available standard tones to provide
their own unique sounds. Having the model railroad operator select
from the same standard horn tones allows him to match the sounds of
his favorite railroad and provides variety for his layout.
This idea of programming horn frequencies is not restricted to
having an On-Board State Generator. A simple circuit could be
designed that would allow the user to select his horn or whistle
ensemble with simple switches on the circuit board. For instance,
an analog circuit with five separate oscillators, each producing a
unique horn sound, could be designed where the user could select
which ones to sum together with a six wide dip switch.
31. This OBSG state allows the user to toggle on and off his
overhead blinking light with each PRP. The overhead blinking light
simulates the strobe lights often found atop modern diesel
locomotives.
In more advanced systems, the overhead blinking light (or other
lights like marker lights, headlights, cab lights, running lights,
ditch lights, or truck lights, etc.) can be used to indicate when
an engine has been selected. Sometimes it is difficult to determine
which engine has been turned on from the sound effects alone when
many engines are grouped together. If an overhead blinking light or
other light where to come on when an engine is selected, it is easy
to spot.
32. OBSG state 32 has not been assigned.
33. This OBSG state allows the user to toggle on and off the "bell
ding" feedback effect with each PRP. The feedback effect is a
single bell "ding" each time a PRP is received and acknowledged by
the system. It tells the user that a proper signal had been sent.
When better and more automatic PRP signal generators are available,
the user may want to turn this sound off since it is no longer
needed.
In general, providing audio or visual feedback to the operator for
any system that does not have a method to send information back
down the track from the remote object to the user, is a very good
idea. This way, there is confirmation that the information was sent
and properly received. If no such method is available, there must
be some way to insure a valid transmission such as using redundant
data transmission and error correction techniques.
34. This OBSG state allows the user to toggle on and off the
"Doppler" effect with each PRP. The Doppler effect is only
activated under special command in forward or reverse (see OBSG
state 49 below). Doppler shift is a change is perceived pitch that
occurs when a sound source is either moving towards or away from
the observer. In trains, the most dramatic effect is often heard at
road crossing where the whistle or horn from a speeding engine
shifts from a high pitch to a noticeably lower pitch as the engine
passes by.
35. This OBSG state allows the user to toggle the
direction-lockout-enable effect on or off with each PRP. Lockout is
a way for the user to prevent his engine from changing direction
when a power interrupt occurs (or any other signal that is intended
to change the engine's direction). The actual lockout is only
turned on when the engine is in a directional state (but not
reset).
36. This OBSG state allows the user (or more likely the repair
person or system installer) to test the sounds on the system by
applying PRP's. Each time a PRP is applied, a different audio wave
form is generated for test purposes.
For this system, the audio output from the test tones can be
analyzed by hearing or displayed on an oscilloscope for comparison
against a standard. For a more advanced system, an on-board
digitzer (ADC) would be used to measure and store the audio output
from the audio system and compare this to the actual test tone
records in memory to see if they were within specifications. In
fact, for an advanced system, the user could have access to
built-in diagnostics and on-board test programs to test many
characteristics of the system.
37. This OBSG state allows the user to send to his computer screen
via the system serial port, the status of the various setting for
the system by using a PRP. Applying a PRP will cause the
transmission of data to commence.
In advanced systems, the serial port can be used to communicate
between the two computers in order to directly program the on-board
system. Also, the serial port could be used to communicate between
two different on-board computers to coordinate their operation or
to exchange information.
38. This OBSG state allows the user to enable ITIC sound effect for
steam engines. ITIC effect is the words "I think I can" repeated
over and over again instead of the chuffing sounds. "I think I can"
words keep time with the engine speed in the same way that chuff
sounds do. "I think I can" effect is actually turned on in forward
or reverse after some predetermined complex set of operations like,
blowing the whistle once, then changing direction, then turning on
the bell, etc.
39-40. These OBSG states have not been assigned.
41. This OBSG state allows the user to toggle the bell on and off.
If the engine is in neutral and the throttle is set at a low
voltage and the engine is set to "master" status, then the bell
will toggle between on and off for each applied PRP. The bell will
stay on in all states (except a reset) until it is turned off in
neutral. There is a preferred technique to turn the bell off. If
the bell is ringing and the operator does a PRP to turn it off, you
could immediately shut the bell off. This way the operator would at
least know for sure he did turn the bell off. This does not sound
natural, however. If you simply wait till the bell record ends and
stop the ringing, the operator has insufficient feedback to know if
his command to stop the bell was really received. Thus, he might
well press PRP more than once trying to get the bell off. This
might actually turn the bell back on before it stopped ringing. The
best compromise is to accept one or more PRP's as simply multiple
requests to turn the bell off. Only after the bell record has
completed and a predetermined time (perhaps zero) has passed are
further PRP's to be interpreted as a request to toggle the bell
back on.
42. This OBSG state allows the user to arm the coupler effect with
a PRP. When the engine is in neural, the throttle voltage is at HV
and the engine has been set to have the uncoupler on (OBSG state
#11 ), applying a PRP will arm the coupler to open when the system
receives another PRP. The remote effect of arming the coupler is
accompanied with the sound effect of the coupler lift bar being
raised.
An alternative way to arm the coupler is to use a short application
of a PRP while in neutral where the long PRP would do another
operation such as toggling the bell on and off. The same principle
would apply to firing the coupler in forward or reverse; that is, a
short application would open the coupler but a long operation would
not fire the coupler but would do some other operation.
43. This OBSG state allows the user to open his coupler in any
direction state except reset by applying a single PRP. The
application of this PRP will open the coupler with the correct
sounds of the coupler knuckle opening and the air release sounds
from the parting brake lines. It will also disarm the coupler.
44. This OBSG state allows the user to blow the horn by applying a
PR in either forward or neutral. The horn will blow as long as the
PR is applied. When the polarity is return to its original value,
the horn will stop blowing. In other words, the horn will blow
during the duration of a PRP.
45. This OBSG state allows the user to lock his engine in its
present directional state so that no power interruptions of other
remote control signals can change its direction. This is a valuable
feature to have when using engines with block signals that turn the
power off to the track to stop trains at red signals. The user is
expecting his train to continue in forward when power is reapplied
but, in fact, without lockout, the engine would either reset or
advance to the next direction state depending on how long the
no-power condition lasted.
Lockout is achieved in any direction state by applying a PR and
then Turning off the power for a short period of time (about 1.5
seconds, but less than the reset time--3 seconds) until a short
horn blast is heard and then re-applying power immediately. The
engine is now locked in this direction. Note that the application
of the PR may cause some remote effect such as blowing the horn or
turning on the bell or arming the coupler.
To exit lockout, the user applies a PR and waits for a full three
seconds. This will put the engine into reset.
46. This OBSG state allows the user to apply a PRP to have a fixed
time digital sound record played out that simulates the sounds of
an engine tender being filled with water from a water tank. The
record will play each time a PRP is applied.
47. This OBSG state allows the user to apply a PRP to have a fixed
time digital sound record played out that simulates the sounds of
an engine being filled with sand from a sand tower. The record will
play each time a PRP is applied.
48. This OBSG state allows the user to apply a PRP to have a fixed
time digital sound record played out that simulates the sounds of a
locomotive fireman shoveling coal into the firebox. The record will
play each time a PRP is applied.
49. This OBSG state allows the user to time a Doppler shift effect
on all sound effects when the locomotive is in forward or reverse
by applying a PRP for at least two seconds and then applying a
second PRP within 250 mSec. The Doppler effect must be enabled and
the engine must be moving to do this feature. After the Doppler
effect is initiated, all sounds including the horn will shift in
frequency by an amount that is a monotonic function of motor speed
and over a time interval that is also a monotonic function of motor
speed. For a digital sound system, the change in frequency can be
accomplished two ways: 1) the clock for the digital system can be
changed in frequency to which will increase or decrease the rate
that all digital sounds records are applied to the output digital
to analog converter (D/A) or 2) an on-board processor can select
the rate that the digital sound record is applied to the output
D/A. If the on-board processor is also the digital sound system,
the latter technique is preferred since it can precisely control
the rate of sound data into the D/A and can maintain all other
operations and calculations at its nominal clock speed.
After the Doppler shift has occurred, the sounds must return to
normal as the trains moves away from the observer. This is done
gradually by the digital system by changing the sound data output
rate to the D/A slowly enough not to be noticed.
50. This OBSG state allows the user to apply a PRP to have a fixed
time digital sound record played out that simulates the sounds of a
locomotive fireman scraping the ash pan, shaking the grate or
dumping the ash. The record will play each time a PRP is
applied.
51. This OBSG state allows the user to apply a PRP to activate the
tracking sanding effect. When real locomotive slip on the rails,
they can apply sand though small feeder pipes to the rails just in
front of the wheels to provide extra traction. This is not
practical for model trains but there is a way to provide extra
traction electrically. The idea is simple enough. In the fifties,
the Lionel company added permanent magnets to their engine to
magnetize the drive wheels which increased traction to the steel
rails considerable. We propose magnetizing the wheels but using
electromagnets instead of permanent magnets.
When the user uses a PRP to activate the sanding effect, current
will be supplied to electromagnets near the wheels or wheel axle to
produce the needed traction. After the engine has climbed the grade
or has left the low traction track area, the user will blow a horn
or perform some other operation to turn the effect off. The present
invention includes the following features:
1. An electronic hysteresis method to detect position 1 and
position 2 horn positions on AC powered trains to provide better
noise immunity.
2. A method to use the position 1 or position 2 output signals on
AC powered trains to provide different effects.
3. A method to use the amount of DC present in the remote control
signal for AC powered trains to control some feature in a
continuous analog manner.
4. A method to use a motor controller on DC powered trains to
prevent the motor from changing direction when the track polarity
is reversed.
5. A method to use the direction control switch on DC power packs
to provide a polarity reversal or polarity reversal pulse to change
polarity of the applied track voltage as a remote control
signal.
6. A method to use the direction control switch on DC power packs
to provide a polarity reversal or polarity reversal pulse remote
control signal when the engine is moving without changing the
engine direction but the polarity reversal will change direction of
the engine if the power is turned off when the direction button is
changed. The engine detects that when the power is re-applied, that
the polarity is reversed and understands that it has been requested
to move in the other direction.
7. A method of using a coded whistle to turn on or off a remote
control feature.
8. A method of using two polarity reversals to produce a polarity
reversal pulse (PRP) as a remote control signal.
9. A method to use applied DC voltage in excess of a predetermined
value as a remote control signal (HV).
10. A method of applying an HV and then return to low voltage to
produce a high voltage pulse (HVP).
11. A method of using one available remote control state to
determine the state of an OBSG and the other to operate its
corresponding special effect.
12. A method to use HV or HVP to select the OBSG state in a
non-moving directional state.
13. A method to use reset (or other non-moving state) to initialize
the operating characteristics of an engine.
14. A method of using the operate remote control signal to make a
number of option choices for some OBSG by having the options
available in a continuous loop.
15. A method to control the sound volume of sound effects in an
engine or car by repeated applications of the operate remote
control signal to select the volume level in a continuous loop of
discrete values.
16. A method to nest selections of OBSG states to make it easier to
organize and select the desired option such as the paging
concept.
17. A method of sending PRP's of different pulse length to send
binary information to the remote object.
18. A method of using brief excursions of the opposite polarity of
DC on the track as remote control method that does not greatly
affect the speed of a model engine.
19. A method of using a double-pole double-throw switch and a
single pass device as a motor controller that will provide forward
and reverse direction control, control of neutral and motor speed
control.
20. A method of using a double-pole double-throw switch and a
single pass device as a motor controller to minimize insertion
loss.
21. A method of using a variable load across the motor when it is
coasting to produce dynamic braking.
22. A method of isolating the power from different wheel pickups on
model engines and the use of an independent on-board motor
controller to eliminate the need for reverse loop switches.
23. A method of sensing the power from different isolated wheel
pickups to determine the difference between a PR remote control
signal and the effects of moving through a polarity reversal from
an insulated reverse loop junction.
24. A method of using a special insulating pin to prevent an
electrically conducting model railroad wheel from shorting out
between two rail sections of different polarity.
25. A method of using the measurement of motor back E.M.F. to have
the steam exhaust sound effect in model steam locomotives be
synchronized with engine speed.
26. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to have the sound effect of an
electric motor be synchronized with engine speed to model electric
type proto-type engines.
27. A method of using the measurement of .motor back E.M.F. (or
other motor speed measurement) and the applied motor voltage to
calculate the load on the motor to have motor or steam sound effect
correspond to how hard the engine is working.
28. A method of using the measurement of .motor back E.M.F. (or
other motor speed measurement) and applied motor voltage on each
engine in a multiple headed train consist to equalize the power for
each engine.
29. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to determine speed to know how far
an engine has traveled for programmed operation of the
locomotive.
30. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to determine how many revolutions a
motor has turned to log motor use for maintenance.
31. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to determine variations in speed
during diagnostic tests to determine if the engine is operating
smoothly and if its current draw is within specifications.
32. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to maintain the speed of an AC
powered train when a whistle boost signal is applied.
33. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to produce braking sound effects
such as squealing brake shoes, etc.
34. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to have the clickity-clack sound
effects of wheels on track joints correspond to train speed.
35. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to know the direction of a
locomotive or to know that is stopped when power is applied.
36. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to control motor speed to produce
momentum effects during start up and slow down.
37. A method of using the measurement of motor back E.M.F. (or
other motor speed measurement) to determine scale miles per hour to
calculate Doppler frequency shift sound effects.
38. A method of measuring back E.M.F. for AC power trains by
sampling the voltage of the motor at zero crossing of the applied
AC wave from.
39. A method to measure motor speed by using an optical receiver
and transmitter to shine light on a label of dark and light stripes
placed on the motor flywheel.
40. A method to measure motor back E.M.F. by employing a absolute
valley detector or minimum absolute voltage which does not require
a zero crossing detector.
41. A method of measuring motor back E.M.F. by using a series pass
device that can shut off power to the motor for brief periods
during the measurement.
42. A method of using a boost type switching regulator circuit to
power the on-board electronics that would maintain constant output
voltage over the large input voltage range.
43. A method of using a pass device in series with the motor to
increase the value of applied voltage (Vmin) where the motor will
start to turn but to not limit the applied power at the maximum
throttle setting (Vmax); this can easily be done with pulse width
duty cycle techniques. This technique decreases the required track
voltage range from 0-Vmax to Vmin-Vmax. If Vmin is chosen to be
sufficient to keep the on-board electronics operating, then the
range of applied voltage can be restricted to Vmin-Vmax with no
change in operating performance other than, perhaps, the voltage
resolution on some power packs (that is, the number of discrete
voltage changes within the limit of Vmin to Vmax).
44. A method of using a controlled pass device in series with the
motor to change the motor power versus applied voltage function to
provide better control over the motor or to match different engine
that have different motors and gearing to operate at the same speed
at the same track voltage setting.
45. A method of using a controlled pass device in series with the
motor to control the amount of momentum effect that is
displayed.
46. A method of using voltage doubling techniques to maintain
sufficient voltage for on-board power supplies over the useful
input voltage range.
47. A method to apply HV or HVP that has the same polarity of the
applied track voltage by using a separate fixed AC outputs, a
bridge rectifier, a track polarity detector and a switch to select
either polarity of HV.
48. A microprocessor implementation of this invention with ADC and
mathematical algorithms for signal detection of HV, HVP, PR, PRP or
other signals on the track.
49. A method to select the volume and tone of the audio output from
the on-board sound generator by remote control.
50. A method of using battery backup to maintain the operation of
the on-board electronics during periods of power shut down.
51. Methods of automatic shut down of the battery after a
predetermined time period without track power.
52. A method of sensing the audio output from the audio amplifier
with a ADC and mathematical algorithms to determine sound quality
or adjust volume to reduce distortion effects under conditions of
low voltage or during battery backup.
53. A method of addressing AC powered locomotives by using repeated
pressing of the DC remote control signal in addition to the applied
AC power where the remote object would count the number of
applications of DC until it equaled the identification number
stored in the locomotive.
54. A method of sending remote control signals by repeated
applications of positive and negative DC control signals in
addition to the applied AC power to send binary information to the
remote object.
55. A method of addressing a remote object by repeated applications
of positive and negative DC control signals in addition to the
applied AC power to send binary information to the remote
object.
56. A method of addressing DC powered locomotives by using repeated
pressing of the PRP remote control signal where the remote object
would count the number of applications of PRP until it equaled the
identification number stored in the locomotive.
57. A method to have the engine start up sound effect by selecting
the engine with a remote control signal and maintaining the control
signal for a predetermine time period to initiate the start
sequence.
58. A method of using a temporary ID numbers for locomotives with
different ID numbers to allow a number of locomotives to operate in
a group for multiple head trains and all "temporarily" respond to
the same ID number.
59. A method to clear the temporary ID number to return each engine
to its assigned ID number.
60. A method to set an engine into slave status where the horn,
bell and perhaps lights and couplers will not respond to remote
control signals but other appropriate sounds and features remain
like engine sounds for diesels or steam chuff for steam
engines.
61. A method to set an engine in "reversal" where the engine resets
to reverse rather than forward to allow engines to face in opposite
directions in a multiple consist and run in the same direction.
62. A method to set the chuff volume or diesel motor sound
independent from other sound effects on a model engine.
63. A method to turn on and off a smoke generator unit for diesels
and steam by remote control and a method to change the amount of
smoke generated depending on how hard the engine is working.
64. A method to have the model engine perform different programs of
automatic train operation where the engine will change speed, blow
whistle, turn on bell, stop to pick up passengers, etc.
65. A method to have the engine learn different programs for
automatic operation.
66. A method to produce the illusion of moving people in passenger
cars, building, etc. by using computer graphics techniques to have
animated silhouettes displayed in window or door areas.
67. A method to have station arrival and departure announcements
correspond to the correct train by having the announcements come
from the locomotive sound generator itself. Station announcements
could be done as part of automatic operation or could be a stand
alone feature that was initiated by a remote control signal.
68. A method to determine the location and identity of an engine by
using a bar code label under the engine that would be read by a bar
code reader under the track.
69. A method to determine the location and identity of an engine by
using a LED transmitter located in the engine transmitting
digitally encoded information of the train identity to a stationary
LED receiver beside or on the track.
70. A technique to identify an engine by both its group number
(called road ID number) and its individual engine number (call
engine ID number) to make it easy to organize and select an
individual engine.
71. A method for the user to assign ID number to his engines by
having the engine count the number of times a remote control signal
has been applied.
72. A method to clear all or pan of the engine commands that are
stored in memory to restore the engine to factory original
conditions.
73. A method to set the engine to respond differently to different
transformers since each has slightly different methods of sending
their remote control signals or different methods of changing the
power applied to the track.
74. A method to set an engine to have different feature sets
(referred to as different systems) to allow the user to configure
his engine response to his own abilities and the limitations of his
layout and to allow the system to be expandable in the future.
75. A method to set the track voltage threshold where the steam
chuff starts (or diesel engine starts to rev up) and a method to
set track voltage where the maximum chuff rate (or maximum diesel
R.P.M.) will occur. This allows the user to set the engine to
correct performance for his engines combination of motor, gear
ratio, and drag.
76. Methods to allow the user to customize his horn by selecting
any combination of available tones from a library of stored horn
records.
77. A method to select from a number of different operations of
over head blinking light.
78. A method to provide audio feedback to indicate when a remote
control signal has been sent and a method to turn this feedback
effect off when not needed.
79. A method to provide standard audio tones for testing the
system.
80. A method to digitize the audio output from the sound system and
compare with standard test tone records to determine if the system
is within specifications.
81. A method to connect the on-board computer to another computer
to determine status of the system or to communicate between the two
computers or between two on-board systems to exchange
information.
82. A method to toggle off a long sound record that will insure
that the sound effect is not accidentally turned back on by
repeated application of the remote control signal. Any number of
applications of the remote control signal will shut the sound
effect off until the sound is not heard; there after the remote
control signal will toggle it back on.
83. A method to lock the on-board state generator in the current
directional state by applying a PR and then turning the power off
for not less than a predetermined time period and not more than a
second predetermined time period.
84. A method to un-lock the on-board state generator from its
current directional state by applying a PR and then turning off the
power for not less than a predetermined time period.
85. A method to simulate the sound effects that would normally come
from outside an engine such filling of a steam tender from a water
tank or filling the fuel tank, or the sound of loading and
unloading passengers, filling the sand domes, washing the engine or
cars, loading the baggage cars, etc. with sound effects generated
inside the engine.
86. A method to use an unlock procedure (applying a PR and waiting
for the reset time out) to enter the reset state.
Having illustrated and described the principles of my invention in
a preferred embodiment thereof, it should be readily apparent to
those skilled in the art that the invention can be modified in
arrangement and detail without departing from such principles. I
claim all modifications coming within the spirit and scope of the
accompanying claims.
* * * * *