Patent Application
20070001058
The field of the present disclosure relates generally to model railroad systems, and more specifically, but not exclusively, to operational and simulated sound control systems for model railroads.
The model railroading industry is seeing a rapid advancement in technology. For many years the motor in all DC powered locomotives simply connected to a track pickup and the power was provided by a variable DC power pack. Making a model locomotive go fast or slow was simply a matter of applying more voltage to the track and changing direction was accomplished by changing the polarity on the track. Today, end users need more than a basic understanding of electricity and electronics. With modern command control systems, users need to understand basic digital technology, signal transmission, programming CV's (configuration variables), trouble shooting motor drives and decoders, ID numbers, etc.
Command control started with Lionel's high frequency electronic set in 1946 to control ten different functions of the locomotive and rolling stock, including reversing the direction of the locomotive. There was no real advance in train control until the 1970's when transistor technology opened up new possibilities. A number of viable and commercial command control systems were introduced in the 1980's but serviced a small segment of the market due to its technological complexities and confusion over the variety of methods being sold. In 1994, the NMRA (National Model Railroad Association) established a method of transmitting digital signals that became the standard for the Digital Command Control (DCC) in the U.S.
Command control took a different path for 60 Hz AC powered trains when Lionel introduced their Train Master Command Control (TMCC) system in 1994. This method transmits radio signals to receivers in the locomotives to control speed, direction, and features independently for each train. AC powered trains like Lionel's three-rail O'Gauge and two-rail American Flyer S'Gauge trains have continued to use the same technology first developed in 1906. Because of their universal AC/DC motors and power pickup methods, AC powered trains require greater power and produce more electrical noise than the more efficient DC powered trains introduced in the 1950's. For this reason, direct transmission of electrical control signals down the track for AC powered trains has been more difficult than for DC powered trains. Although NMRA DCC has been tried with AC three-rail tracks, it has not proved very reliable or popular. The TMCC system avoids the noise problems of AC powered trains by direct radio transmission. QSI®, the assignee of the present application, developed a digital transmission method that flows down the track using plus and minus DC superimposed on AC track power to overcome this noisy environment, which is described in U.S. Pat. No. 4,914,431 ('431 patent). Later, QSI® proposed a command control system using the positive and negative lobes of AC power to transmit digital signals, which is described in U.S. Pat. No. 5,773,939. In 2000, M.T.H. (Mike's Train House) Electric Trains® introduced their Digital Command System (DCS) with high-speed digital signals superimposed on the AC track.
Methods for electric motor control and servo loops to maintain motor speed at a desired setting have been available from the early 1960's, now with applications to model railroading. Back EMF (or BEMF) and tachometer-based feedback servo motor control applications have also been used in model railroading.
Some applications have sought to signal from a remote object (such as the locomotive, rolling stock, turnout, or other accessories) back to a base station having the locomotive controls. Because a model railroad track is used for both power and signaling, the power movement down the track generally creates an electrically noisy and low impedance environment that can make signaling back to the base station difficult. Therefore different types of signals, other than full voltage DCC type waveforms, have been employed to communicate from the remote object to the base station or user. For instance, the Pacific Fast Mail (PFM) Company in about 1984 used a cam on-board the locomotive to change the impedance for an RF signal transmitted from the base station as the locomotive moved. This information was used to synchronize a chuff sound generated by the PFM sound module to play out through a speaker in the locomotive.
In on-board locomotive sound systems developed by QSI® in 1991, sound from the remote object was used as a communication medium. In this case, a series of clink or clank sounds were used as a code to indicate the locomotive's status. Later, when more on-board memory was available, recorded verbal messages were used to communicate to the user. In 1993, the NMRA issued a draft Recommended Practice for acknowledgement pulses in operation mode using a 250 KHz signal to provide acknowledgement on the contents of registers used in DCC decoders in Operation Mode. In 1999, Lionel introduced their Rail Scope™ Video Camera System, which sent back video information from cameras inside the locomotive down the track to a TV monitor at the control center. This provided a view of the layout that would be seen by a miniature engineer in the locomotive. Later, Lionel demonstrated their video system with sound as well as video transmitted back from the locomotive.
Methods for direct digital bi-communication through the rails has been discussed and documented by the NMRA working group since 1994. QSI®'s U.S. Pat. No. 5,448,142 ('142 patent), column 37, lines 44-60, describes what would be needed to send information back down the track, and in particular mentions the need for “redundant data transmission and error correction techniques.” Various other techniques have since been developed that use bi-directional communication systems, which include frequency-based systems, a current-loop method, and a spread-spectrum method. However, to date, no bi-directional communication system has been proposed for analog DC or conventional AC operation other than sending BEMF voltage from the locomotive's motor back to the controller.
Downloadable code was available in many embedded system products in the 1980's. In 1985, Microfield Graphics™ had a graphics card that required the operating code to be downloaded on power up. The development of FLASH memory in 1984 by Toshiba® lead to embedded system products in 1988 that could retain downloaded software in system memory. Intel® also announced FLASH memory in 1988.
In was a natural extension to employ downloading methods to embedded systems within on-board model train electronics. Discussions regarding reprogramming and downloading software began in the late 1980's when microprocessor technologies were beginning to appear in model train products. The Lenz LE130 DCC decoder had pins on the circuit board to allow downloadable code in 1988. The QS-1 on-board sound system by QSI® had long term memory that allowed programming through the track of behavioral parameters in 1991. In 1994, the NMRA issued a “Recommended Practice” to download data into DCC decoder-equipped locomotives on the track in service mode into the decoders long-term memory. Also in 1994, North Coast Engineering™ advertised that their throttles and decoders could be upgraded through programming. As the price of FLASH memory became more affordable, complete downloading of code and sound became possible for model railroad products. In 1984, QSI® specified a new application specific integrated circuit (ASIC) design that had provision for downloading both code and sound into on-board FLASH memory from an external programmer.
Analog or conventional train control uses variable DC voltage on the track to control the speed of the train for most two-rail model trains or variable 50 or 60 Hz AC voltage to control the speed of most three-rail trains. Power sources for DC are usually described as “power packs” while power sources for AC trains are called “transformers.” The greatest technology advances in model train control, however, has been in the area of digital control to operate remote control features. Different methods have been employed for AC and DC powered trains.
For many years, the only remote control signal for AC powered trains, besides interrupting the power for direction change, was a DC signal superimposed on the AC track power to blow a horn or whistle. The '431 patent describes using the operating state of the locomotive along with applications of positive and/or negative DC voltages superimposed on the AC track voltage as remote control signals to expand the operational capability of conventional AC powered trains.
Lionel had previously used these plus and minus DC remote control signals superimposed on AC track to control only two features, the bell and the horn (or whistle) sounds in the locomotive. QSI® introduced an on-board Sound and Train Control (S&TC) product for three-rail AC powered trains called QS-1 in 1991, which also used plus and minus DC signals to operate the horn and bell sounds, but added programming capability, remote coil coupler operation, and other features, using the teachings of the '431 patent. The QS-1 system was modified in 1994 for M.T.H.'s ProtoSound-1 system. QSI® later added improved versions of their S&TC system called “QS-2” introduced in 1996, “QS-2+” in 1997, and “QS-3000” in 1999. In 1992, Dallee Electronics designed a Sound and Control add-on unit for AC powered trains, which was introduced to AC operators in 1998 as the LocoMatic® by Atlas O, LLC The LocoMatic® sends digital information to the train to control the different features under AC conventional control.
Standard DC powered trains were even more limited in operation than AC powered trains. Before the 1990's, the only remote control capability was to change the direction of the locomotive by changing the polarity on the track. In September 1995, QSI® was granted the '142 patent for using a Polarity Reversal (PR) and Polarity Reversal Pulses (PRP's) as remote control signals along with the state of the locomotive for feature and train control of DC powered trains. This technique allows use of standard power packs to control a variety of train control features without requiring the operator to buy additional equipment or learn a complicated new system. The end user may purchase a locomotive equipped with QSI®'s electronic S&TC, take it home, place it on the user's layout and be able to control the horn or whistle, bell, direction, Doppler effect, programming of locomotive behavior, etc., from the throttle and reversing switch on a standard power pack. In addition, these locomotives also have DCC capability for advanced operation using a DCC command station.
Various embodiments are described herein directed to systems and methods for control and simulated sound in model railroad systems. According to one embodiment, a model train accessory controller is connectable to a DC power pack, which has a throttle to apply a power signal to a set of train tracks. The controller includes a switching device, which is in electrical communication with the power pack and the train tracks, to reverse a polarity of the power signal on the train tracks. The controller includes an input, and a processor in electrical communication with the switching device. The processor receives a command from the input to produce, by control of the switching device, a digital command having a series of sequential reversals in the polarity of the power signal. The switching device may include, but is not limited to, a relay or an active bridge circuit.
According to another embodiment, a model train accessory controller is connectable to a DC power pack having a throttle to apply a power signal to a set of train tracks. The controller includes means for supplying a power signal to the train tracks in proportion to the throttle voltage; means for automating the reversal of a polarity of the power signal; means for receiving a user command input; and means for controlling the reversal of the polarity of the power signal in response to the user command, in which the power signal includes a digital command having a series of sequential reversals in the polarity of the power signal, such that the digital command corresponds to an executable feature of a remote object located on the train tracks.
According to yet another embodiment, a model railroad system includes a power pack having a throttle to apply a power signal to a set of train tracks. A switching device is in electrical communication with the power pack and the train tracks to reverse a polarity of the power signal on the train tracks. The system includes an input and a processor in electrical communication with the switching device. The processor receives a command from the input to produce, by control of the switching device, a digital command having a series of sequential reversals in the polarity of the power signal. The switching device may include, but is not limited to, a relay or an active bridge circuit.
The present embodiments will become more fully apparent from the following description and appended claims, taken in conjunction with the accompanying drawings. Understanding that the accompanying drawings depict only typical embodiments and are therefore not to be considered to limit the scope of the disclosure, the embodiments will be described and explained with specificity and detail in reference to the accompanying drawings, herein described.
The embodiments described herein will be best understood by reference to the above-listed drawings, wherein like parts are designated by like numerals throughout. It will be readily understood that the components of the embodiments as generally described and illustrated in the figures herein could be arranged and designed in a wide variety of different configurations. Thus, the following more detailed description of various embodiments, as represented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of various embodiments, each of which may differ in a variety of ways. While various aspects of the embodiments are presented in the drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
The phrases “connected to,” “coupled to,” and “in communication with” refer to any form of interaction directly or indirectly between two or more entities, including mechanical, electrical, magnetic, electromagnetic, fluidic, and thermal interaction. For example, two components may be coupled to each other even though they are not in direct contact with each other. Also, “in electrical communication with” further refers to any form of electrical sending or receiving of any type of electrical signal. For instance, to the extent two structures communicate electronically, or “talk” to each other, although possibly located at a distance, the structures are “in electrical communication.
In the following description, numerous specific details of programming, software modules, user selections, database-like queries, database-like structures, etc., are provided for a thorough understanding of various embodiments of the systems and methods disclosed herein. However, those skilled in the art will recognize that the systems and methods disclosed can be practiced without one or more of the specific details, or with other methods, components, materials, etc.
In some cases, well-known structures, materials, or operations are not shown or described in detail. Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. It will also be readily understood that the components of the embodiments as generally described and illustrated in the Figures herein could be arranged and designed in a wide variety of different configurations. The order of the steps or actions of the methods described in connection with the embodiments disclosed may be changed as would be apparent to those skilled in the art. Thus, any order in the Figures or Detailed Description is for illustrative purposes only.
Several aspects of the embodiments described will be illustrated as software modules or components. As used herein, a software module or component may include any type of computer instruction or computer executable code located within a memory device and/or transmitted as electronic signals over a system bus or wired or wireless network, or over model railroad tracks. A software module may, for instance, comprise one or more physical or logical blocks of computer instructions, which may be organized as a routine, program, object, component, data structure, etc., that performs one or more tasks or implements particular abstract data types.
In certain embodiments, a particular software module may comprise disparate instructions stored in different locations of a memory device, which together implement the described functionality of the module. Indeed, a module may comprise a single instruction or many instructions, and may be distributed over several different code segments, among different programs, and across several memory devices. Some embodiments may be practiced in a distributed computing environment where tasks are performed by a remote processing device linked through a communications network. In a distributed computing environment, software modules may be located in local and/or remote memory storage devices.
This disclosure provides a technology solution to the model railroad environment that allows a user to start with a simple, but expanded analog control environment for either DC or AC powered trains, and easily advance to full-featured operation including computer control using Digital Command Control (DCC). In addition, the disclosed controllers seek to provide the end user with interactive controls that are a natural part of the model train experience without requiring the user to learn complex control systems, while still providing means to expand and use existing and future technologies. Also, the controllers are generally backwards compatible with existing equipment on the market. The controllers are designed to provide additional control features in an environment that remains germane to the prototype railroading experience. “Prototype” refers to real life locomotives, rolling stock, track, etc.
Controller designs may include a sound system to produce sounds heard inside the locomotive cab such as brake releases, over speed cab whistle, radio orders and crew talk, etc. These sounds may either be sent directly from the locomotive via bi-directional communication, or respond to information from the locomotive to activate stored sounds in local controllers, or direct audio input can be used. Sounds create a realistic model locomotive cab environment with inputs from scanners, detector reports, dispatcher orders, and crew talk. Also, prepared verbal orders may be included to increase play value for the train by creating scenarios for picking up and dropping off cars, etc., along with real-time communication from other operators. This information may also be transmitted to handheld throttles for audio output through small speakers or headphones. Some of this information could be computer-controlled via simple programming by the user using software specific for this kind of operation.
Verbal information may also be used to indicate the status of the locomotive or any “remote object,” which may include mobile locomotives, rolling stock, accessories, turnouts, etc. Rolling stock are objects that are not self propelled. Verbal communication may be accomplished by sending status information via bi-directional communication to a sound-based controller to produce verbal cab responses. The status command may be actual verbal information or brief non-verbal digital data sequences. In the latter case, the base unit, handheld with speaker or with headphones, could produce appropriate pre-canned verbal responses that could be quite elaborate and realistic simulating radio messages or crew talk. For instance, bi-directional communication or trackside detectors may include a brief non-verbal digital report on the position of the locomotive on the layout. This digital signal would select and play a pre-recorded message at the base unit or handheld describing the locomotive's position as though it were coming from an engineer in the model locomotive cab.
Other canned sounds like passing over turnouts could be simulated at the cab controller because the real sounds on the model railroad would be insufficient or unrealistic even if the sound were transmitted back to the controllers.
In QSI®'s U.S. Pat. No. 5,448,142 ('142 patent), entitled “Signaling Techniques for DC Track Powered Model Railroads,” is described the use of two different kinds of remote control signals under DC analog operation: (1) polarity reversals (PR's) where the polarity to the track is changed from its initial condition with a reversing switch, and (2) a polarity reversal pulse (PRP's) where the polarity is first changed and then returned to its initial condition, such as with a quick or a slow flip-and-back operation of the reverse switch, which at the completion of the PRP is at its original position.
Note that the full wave output for the waveform 203 of
In order to use PR's and PRP's to control remote control effects, the on-board motor drive is designed to not change the locomotive's direction while it is moving whenever a polarity reversal of any duration is applied. If the operator wanted to change direction, he would turn off the track power, flip the direction switch, and then reapply power, just like HO model railroaders have been doing for years. Whenever power is applied, Quantum-equipped locomotives start in the direction of polarity that is standard for DC powered trains. After power is applied, any PR or PRP will affect some remote control feature depending on the operating state of the locomotive and the duration of the PR or PRP. The term “Quantum” herein refers to the various types of railroading hardware components being equipped with additional control capabilities that facilitate remote communication between a local controller or base station, and other remote objects.
Quantum-equipped locomotives have two types of throttle control, Standard and Regulated. Both Standard Throttle Control (STC) and Regulated Throttle Control (RTC) will apply more power to the motor as a function of increasing throttle. The RTC method includes a motor speed control feature, called “inertial control” that prevents the locomotive from reacting quickly to minor impediments such as misaligned track joints, tight curves, rough turn-outs, etc. or changes in voltage. A locomotive under STC may come to an unrealistic halt from a raised track joint or a drop in voltage while the same locomotive under RTC, with its “inertial control,” continues at the same speed. RTC operates the locomotive as though it has the mass and inertia of a prototype locomotive; the model locomotive will resist changes in speed once it is moving and will resist starting up quickly if at rest.
Quantum-equipped model locomotives can operate at very slow prototypical speeds without the user having to adjust the throttle continually to maintain that speed. While small obstacles may not affect the locomotives speed under RTC, a continual opposing force will slow the train down, just like the prototype. For instance, if a Quantum-equipped diesel locomotive encounters an upward grade under RTC, it will eventually slow down. Providing more throttle will slowly accelerate it back to speed. The same locomotive under STC would quickly slow down or stop if it encountered an upward grade. The type of throttle control also affects how your locomotive decelerates. Under STC, your locomotive will respond quickly to a reduction in track voltage. Under RTC, your locomotive will decelerate slowly as you bring the throttle down and coast to a long stop just like the prototypes.
PR's and PRP's, along with the throttle, enable operation of a number of features using a standard HO DC power pack. In implementing PR and PRP control, the following features may be provided in QSI®'s Quantum Sound and Train Control (S&TC) module on a Boardway Limited Co. HO scale “Class A” locomotive: (1) horn or whistle (blows while a PR is applied); (2) Hoot (a hoot is a short horn sound that activates with a brief PRP); (3) Bell (bell activates with a very short PRP); and (4) Doppler Effect (activates when a PRP of at least 1 second is applied, followed by a second PRP within time Δt). A Horn and a Whistle both provide warning sounds and may be referred to variably herein. The only difference in terminology is that whistles are usually used on steam locomotives and horns are usually used on diesel locomotives.
Additionally, the operator is provided with means to program various features, to include entering programming with 3 short PRP's directly after power up (the bell turns on, then off, then on again followed by the “enter programming” phase whereupon the bell sound shuts off). Another programmable feature includes “Program Options” (POP's), where the application of a PR advances through the POP's one by one with an announcement of each option number. When the desired number is announced, the user returns the polarity to its initial condition, whereupon the option name is announced. Quick or Slow PRP's may then be used to enter and change the selected program option settings or values. The user leaves the programming mode by turning off the track voltage and then re-applying track power. If the user wants to return to a previous option, the user will need to leave programming and start again.
“Program Options” may include, but are not limited to: System Volume; Inertia and RTC; Helper Type (Normal locomotive, Lead locomotive, Mid Helper, or End Helper); About Quantum, which describes the software (SW) version, sound set, date, etc.; System Reset; Whistle Volume; Bell Volume; and Chuff Volume.
Generally, for options that have multiple choices or levels, a Slow PRP will cause the level to increase while a Quick PRP will decrease the level. After the user is finished with changing a programming option, he can advance to higher POP's by applying a PR and returning the polarity to its initial condition when the desired POP number is announced.
The Class A locomotive also has a special Neutral state that is entered by reducing the track voltage about 0.5 volts below “V-Start.” V-Start is defined as the voltage above which the locomotive will leave Neutral. Neutral has special sound effects appropriate for a locomotive at rest. PR's and PRP's usually perform the same functions in Neutral as they do for a moving locomotive. A notable exception is the Doppler effect, which only applies when the locomotive is moving.
Quantum was developed to provide the analog model train operator with a way to control a locomotive using only the throttle 104 and reverse lever 101 on the DC power pack 100. This enables the operator to take home a newly acquired locomotive and run it with a standard HO power pack without having to add extra components or change the layout in some way. Now the Quantum System may also be used to operate under DCC (Digital Command Control).
Type 1 Commands are now discussed, which use coded Horns and Bells to provide additional remote control signals. There are two categories for this kind of coding. The first uses Hoots and Bell horn signals in succession that would make sense on prototype railroads such as — • • • (one long and 3 short whistle blasts) for water refueling on the main for a steam locomotive. This particular whistle signal means “Brakeman protect the end of the train,” which makes sense if a train is stopped on the main for water. In addition, — — • — (2 longs, a short, and a long) may be used to turn on a crossing bell and produce a clickity-clack sound of wheels over track joints. This particular signal is used on prototype railroads to signal automobile drivers and pedestrians that a train is approaching a highway crossing. In addition, a Bell with a — (a Bell followed by a long whistle blast) may be used to arm the station announcement feature. A long whistle or horn is used by some prototype railroads as a signal for approaching a passenger station. Since most locomotives usually have their bell ringing when they come into a station, this particular signal makes sense to enable a passenger announcement feature on a Quantum locomotive.
There are other prototypical signals that make sense for other remote controlled features on a model railroad locomotive, such as a fuel loading feature, a locomotive maintenance feature, a locomotive shut-down feature, and others that may use Type 1 Commands. Using prototypical Hoot and Bell signals are part of the play value for the train and provide a method for the model railroader to extend feature control from a standard power pack 100 using only the direction switch. However, there are many other features such as turning on a blower or dynamic brakes, different lights, etc., that would not be associated with prototypical Horn and Bell signals.
Type 2 Commands that are not related to prototype operation are now discussed. For instance, other Horn and Bell signals may be coded to execute the following exemplary list of features:
where the “H” horn signal is considered a short Horn or “Hoot.” This type of signaling creates a plurality of Type 2 Command digital codes. To use Type 2 Commands, the operator needs a list of codes, or should commit them to memory without the mnemonic benefit of codes that relate to prototypical signals. In addition, the allowable time between individual occurrences of Bells and Hoots may be limited to minimize activation of the train's Bell and Horn sound features during transmission of the Type 2 Command.
Note that Type 2 Commands may produce Bell and horn Hoots that have no prototype meaning for the features that are being activated, which would sound artificial and detract from the model railroading experience. One method to reduce this effect is to limit the time between individual occurrences of Bells and Hoots, which would minimize operation of the horn and bell sounds. Another solution is to proceed any Type 2 code with a Bell signal. The Bell sound effect is delayed until a long enough period Δt has passed, to determine if any other PRP's are generated. If no other signals are forthcoming within this predetermined period Δt, the bell toggles (either ON to OFF, or OFF to ON depending on its current state). If more signals are sent within this time period Δt, the signals are registered and stored as Bells or Hoots. After a series of Bells and Hoots have been sent and no further PRP's are sent within a specified time period, the feature corresponding to a set of recorded Bells and Hoots is executed. As used herein, a Bell may be arbitrarily assigned a logic “1” and a Horn a logic “0,” but the logical assignments could be reversed with no change to the scope or effectiveness of the controllers of this disclosure.
The PRP time intervals for a Bell or Hoot horn are different, with the Bell being much quicker. Since some remote control features require close to real-time operation, while others can tolerate longer delays, there are speed priorities for Type 2 Commands. For instance, a signal for a coupler crash or an activation of squealing brakes should occur quickly to ensure that the event is coincident with the action. On the other hand, turning a smoke generator on or off, engaging locomotive start-up or shut-down effects, or turning on the steam dynamo can tolerate a reasonable delay; in fact, it would be expected on the prototype. Fast-responding functions benefit from more Bell signals than Hoot signals.
In addition, Type 2 Commands may be used to select locomotives using individual locomotive ID codes. Locomotive ID's could be set in one of the unused analog programming positions by a series of Hoot and Bell commands. Selecting a locomotive may be done either in programming, through use of another unused option, or the ID command may be sent within a certain time interval after power-up. Selecting locomotives may tolerate delays of 2 to 3 seconds as long as transmission of the Hoot and Bell sequences is reliable.
Using Type 1 and Type 2 Commands along with simple PR and PRP's may provide all the necessary operation of a suitable electronically-equipped locomotive under conventional analog control, including individual locomotive selection. However, it is expecting a lot of the operator to send Type 2 Commands on the power pack 100, where timing is hard to control; the operator might miss commands or inadvertently send the wrong command. To take full advantage of Type 2 Commands, a controller is added to the power pack 100 to increase command reliability. One such controller includes a two-button controller called a DC “SideKick.”
Advanced SideKicks 500 may provide simple, easy-to-remember operation of both Type 1 and Type 2 Commands. By holding the Bell button 504 down while the Horn button 502 is tapped a countable number of times and then releasing the Bell button 504 would allow selection and transmission of different stored Hoot or Hoot-Bell sequences.
While everyone can count, this method of sending Type 2 Commands could get time consuming for counts exceeding six or seven. This method may properly be reserved for longer, more complex and difficult-to-remember sequences of Horns and Bells that operate popular features. The simple sequences of Bells and Horns, such as coupler crash sound (2 Bells) or brake squeal (Bell-Hoot) could continue to be coded in by hand.
The SideKick 500 allows simple programming by pressing either the Horn button 502 or the Bell button 504 (or both) and holding it (or them) down while power is turned on. This sends out a sequence of three Bell signals, which starts the program operation in the Quantum S&TC System. In programming, holding the horn button down allows advancing through various program options until the desired option is reached and then letting go of the Horn button 502 to stop at that option. Pressing the Horn 502 or Bell 504 button quickly enters the option where the current setting will be announced by the locomotive. Thereafter, sending Bell or Horn signals from SideKick 500 will change the option settings. For those options with different levels, the Horn button 502 will cause the level to increase while the Bell signal will cause the level to decrease. This is shown as the up arrow 506 next to the Horn button 502 in
One may add an LED or LDC display (not shown) to the DC SideKick 500 to allow the user to select the desired setting level at any POP. However, since the SideKick 500 does not know the current setting in the Quantum System, this will not work. However, it may be possible for the SideKick 500 to select a user-entered POP number. One method is for the user to press and hold the Horn button 502 while the SideKick 500 rapidly counts up and displays the POP number on the LCD or LED readout. Once the desired number is selected, a continuous PR of the correct duration is applied until the Quantum locomotive reaches the same POP number and the PR is returned to its initial condition.
This method functions properly because the Quantum System starts at POP 1 when programming is entered, so it is not difficult for the SideKick 500 and the Quantum-equipped locomotive to start at the same POP number. And, it is easy to get back in sync by reentering programming with both the SideKick 500 and the Quantum System. However, depending on timing, use of a continuous PR to advance POP's may not always result in the same POP for both the SideKick 500 and the Quantum Locomotive, particularly for large POP values where a PR must be applied for a longer period. In addition, early editions of Quantum locomotives allow the POP's to wrap back to POP 1 once the highest installed POP number is exceeded.
Here, Type 2 Command signaling may be added to the SideKick 500, and to advanced controllers as programming commands, to overcome some of the limitations in the programming methods described above. For instance, Type 2 Command signaling may select between advancing or reversing the direction of moving through POPs. A Bell-Hoot-Bell may be to select going forward and a Bell-Hoot-Hoot may be to select going backwards. Thereafter, a PR continues to count through the options, whether forward or backward, depending on the forward/backward selection. In addition, the forward/backward selection may be used to move to the next selection or to go backward one position.
An LED or LCD number display may also be added to the controller 700 to indicate the POP number. The user uses the NEXT 708 and PREV 706 buttons to advance or decrease the display numbers quickly, and once letting go of the either button 706, 708, the controller 700 may generate a Type 2 command to directly select the indicated POP number automatically. This extends the required number of Type 2 Command codes to include all the POP numbers available.
The use of Type 2 Command codes for a “Next” or “Previous” operation, or for each POP number, advantageously addresses POP's for many locomotives simultaneously, such as in a “consist” of locomotives. A “consist” is a group of locomotives coupled together to provide extra power to pull a train. Because of timing differences in locomotives, a continuous PR may result in a different POP being selected when the PR is stopped, particularly for high POP numbers.
Quantum Systems may be designed to accept Type 2 Command signaling. The following two conditions should be met, however, to ensure consistent behavior, and to provide more freedom to design advanced controllers. One is that POPs should not loop back to POP 1 if the highest POP is exceeded. Another is to design the Quantum System to accept Type 2 signaling as well as a PR, to advance reset options in order to work with standard power packs 100 and with older SideKicks 500.
The PR and PRP's in
Based on the 170 ms and 370 ms PRP time periods, the command would require 2.47 seconds to send, plus some timeout period tD greater than tR to know that the data sequence was complete. In one embodiment, for a reasonable time period of 200 ms for tD, it takes 2.67 sec. to send this five-bit word. For digital commands that average 8 bits each, the worst case time for all 0's is 4.52 sec., and the best case for all 1's is 2.92 sec., with an average for all possible 8-bit words at 3.72 sec. This would be an unacceptable delay time for the operator to wait for a simple command such as “open the rear coupler.”
The above Type 3 signaling is not based on the method of sending a series of Bells and Hoots as described in the '142 patent, and could not be easily done by modifying the SideKick systems 500 or 700, which were designed for sending Type 1 and Type 2 commands. Implementing Type 3 signaling, therefore, need not be constrained to use of the Bell and Hoot timings as described above.
Positive DC (+DC) is normally applied to TRK1 (track's first rail) while negative DC (−DC) is applied to TRK2 (track's second rail). When the relay driver 1412 turns on the relay coil 1414, the relay 1410 activates and switches the double-pole, double-throw switch to apply +DC to TRK2 and −DC to TRK1, thereby affecting a polarity reversal to the track (PR). Relay operation for this FSK (frequency shift key) method is controlled by the microprocessor 1401. This method of using PR or PRPs of the DC track voltage to send digital commands is called “PRP Encoding”.
For AC operation, MBA controllers may also use a single relay, such as relay 1410, which may switch the track connection to a pass device with a high-voltage accessory output voltage to produce an AC track waveform that has either a positive or negative DC component. This method of adding a DC component to the AC waveform to send digital commands for AC powered trains is called “DC Encoding.”
The use of a higher-voltage accessory output when sending DC Encoding commands allows the same throttle power to be applied to the track even though the waveform is being phase-shifted to produce the required DC offsets. This prevents the locomotives from slowing down when commands are sent, which is a common problem with Horn and Bell controllers for three-rail AC trains.
Experiments with a variety of relays 1410 have shown that it is possible to send a 10 ms PRP and to detect it. Speeds faster than this had enough variation in PRP pulse width that reliability in timing became problematic. Reliable results were obtained with a 30 ms PRP for a Logic 1, and a 60 ms PRP for a Logic 0. At these times, an average 8-bit word could be transmitted in 390 ms with a worst case (all 0's) taking 510 ms while the best case (all 1's) would take 270 ms. This would be very acceptable for the operator, particularly where using faster codes for those features that need to respond quickly to the operator's command input. These are experimental results only, and should not be construed to limit the scope of the disclosure in any way.
Using MBA controllers 1300 in series, therefore, is most feasible for an operator that has a simple wireless or tethered walk-around throttle. He can gain access to any local MBA controller 1300 as he moves to different positions around the layout 1600. Regardless of the operator's position, he will be able to control the entire track layout 1600. This walk-around throttle may include an optional display to indicate the different settings and operation parameters of the locomotive, or other layout components.
For toggled features, MBA controllers 1300, 1500 are designed to send different digital codes to turn on or off a feature. This ensures that all locomotives in a consist respond in the same way when a command is sent. Use of a single press or double press of a button sends, respectively, a command to turn on or off a feature. Thus, design of advanced controller cabs may mimic the control panels or consoles of actual locomotives where mechanical toggle switches turn on and off different features. This type of controller is referred to as a Replicab (for replicated cab). Replicabs may also have more realistic throttles, reversing levers, brake stands, gauges, etc., and may contain the track power supply as well.
Providing a realistic locomotive console makes the train controller part of the model railroad experience as opposed to standard DC power pack designs that bear little resemblance to the inside of locomotive cabs. Different Replicabs are used for different types of locomotives. Although Replicabs are designed to simulate the inside of prototype locomotives, additional switches and buttons may be discreetly added to perform all the remote control functions on the MBA controllers 1300, 1500, or control computer interaction with accessories, turnouts, etc.
Besides a verbal acknowledgement for programming used in Quantum, one may add a bi-directional system to more advanced MBA controllers or DC power packs 100 to allow signals to be transmitted between locomotive and base station in electronic form in both directions. This allows querying the Q2 system about which POP it is currently at and the setting for that option.
One method is to use on/off loading of the power pack 100 in a similar manner that the NMRA system does their “Service Mode” programming in DCC. In this case, the motor is started for a brief period to load the base station output as feedback to a query. Unlike the NMRA DCC method, a binary search is used to determine the current POP or POP setting. This works well for most of the POP level settings that usually have about 16 levels.
In addition, “advanced MBA controllers” may be designed to do full command control using either DCC, QSI® Lobing, and PRP Encoded or DC Encoded transmission. The desired speed is determined by digitizing the DC power pack 100 analog throttle voltage and sending digital speed commands to the locomotive. In this case, the track voltage is derived from a constant accessory high voltage output from the power pack rather than the variable output.
This method allows the operator to use advanced MBA's to operate command control locomotives directly from his power pack or transformer. In addition, the reverse switch 101 operation on DC power packs 100 may be digitized to perform the same function it had under analog control. The same is true with the Horn and Bell buttons on AC transformers. These may be digitized and a DC offset detected which then results in a DC Encoded, PRP Encoded, DCC, or QSI Lobing commands to be sent out to do these functions.
If the power pack or transformer is insufficient to operate many locomotives in command mode, power boosters may be added to the output of advanced MBA's to provide higher power digital command control outputs to the track. The power pack or transformer 100 could still be used to provide throttle and directional information, and the MBA 1300 would still provide information on which buttons 1400 were pressed. This allows the user to retain his control area design with the power boosters placed out of the way such as under the control area.
Another feature of MBA controllers as used in conjunction with remote devices is the use of ID numbers for DC analog or AC control. A sophisticated method to select locomotives by their cab numbers and a simple and effective way to make up consists may be added to advanced MBA's and Replicabs, thereby an operator may select a desired locomotive, for instance, without the need for turning on different blocks or consists. Available ID numbers have been added past the 10,000 number maximum possibility in DCC to include A, B, and C suffixes to correspond to prototype locomotive identification for helpers in a set of locomotives. Also, these A, B, and C designators are used to specify types of consists such as “head end,” “mid train,” and “pushers” to allow these various consist components to be selected and moved around separately.
Bi-directional communication may also be required under analog operation. In particular, on-board sound systems like Quantum simulate many features of prototype locomotives, and therefore need to transmit back the state of these features as well as the state of the model locomotive in a form that the controller can interpret, process, and/or display, which requires bi-directional communication.
For instance, it would be useful to know the following kinds of information (or “states” of the locomotive) from the locomotive: (1) the speed of the locomotive in scale units (scale miles per hour, scale kilometers per hours, etc.); (2) the amount of simulated braking applied or the amount of simulated air pressure in the brake lines; (3) identification (ID) numbers attached to locomotives, consists, or separate cars and other components, to distinguish each from the other to facilitate selection and movement of the same; (4) the real current demand and power demand of the locomotive's motor; (5) diesel transition setting; (6) steam locomotive cut-off setting; (7) the simulated current demand in the locomotive (based on notch setting, transition setting, load, etc., appropriate for the prototype under similar operating conditions); (8) remaining simulated fuel; (9) remaining simulated water; (10) remaining simulated boiler pressure; (11) amount of time since the locomotive had received its last maintenance; (12) the total miles the locomotive has been operated since it was new or since its last maintenance; (13) the name of a simulated engineer or fireman, which can be used as an alternative way to identify (e.g. with an alias) and/or select a locomotive or train by the control center; (14) location of the locomotive based on information from track location identifiers; (15) scale distance (scale miles, kilometers, etc.) traveled since last location report; (16) a turnout command for the next turnout encountered; (17) on-off state of different lights and appliances; (18) video from on-board cameras; (19) audio for on-board microphones; (20) inclinometer indication of current grade of the locomotive; (21) measurement of locomotive's motion, acceleration, etc.; (22) status of the individual couplers; (23) simulated fuel consumption rate; (24) time or miles since last steam locomotive blow-down; (25) steam locomotive boiler water level; and (26) time since steam locomotive flues were cleaned.
Some of these settings are made at the controller, and as such, are known by the controller electronics. However, many of these state values are based on automatic operation of the on-board S&TC system and are continuously changing. In addition, it may not be practical for the controller to maintain the values of all the locomotive's settings in memory for layouts with many locomotives; it may be more practical to retrieve this information from the individual locomotives as needed.
Although verbal information is supplied from the locomotive on demand, this method is limited and prototypically unrealistic for many operational needs in model railroading. On the other hand, a large electronic data rate may not be needed from the on-board S&TC system because much of the information is not needed on a continuous basis and can be supplied on demand. Other than speed value, simulated air brake pressure, streaming video and audio, most other data may be updated only when a significant change is made, or when queried. Considering that video and audio may be transmitted via a different method (e.g., direct RF), the bi-directional system for analog applications may not require a high bandwidth.
A power pack 1701 is shown to the left of the dotted vertical lines designated. Each power pack 1701 comprises a transformer 1702 to bring in the analog AC power waveform, and a bridge 1704 to rectify the incoming AC power signal. This power pack 1701 is based on 50/60 Hz incoming waveform from the power grid, and indicated here by a wall power plug 1706.
The track layout is represented by conductive track rails 1710, 1711 and by remote objects 1712, 1713 that are electrically connected to the track rails 1710, 1711. Many modern electronic on-board accessories (or remote objects 1712, 1713) use a full-wave rectifier (represented by diodes D1-D4) with a filter capacitor CF as an electronic power supply. Resistor RL represents the internal load of the electronic power supply.
Note that the power pack 1701 produces waveforms that have off periods where the output is at zero volts. This is clearly seen for the Phase-Modulated Sine Wave type design shown in
The off period is also obvious for the PWM pulse-type design shown in
The off period is not as obvious in the Variable-Amplitude Full-Wave power pack design shown in
Another power pack (not shown) produces variable-amplitude filtered DC to the tracks, and will not have any periods where the voltage is zero.
The three types of output waveforms shown in
Under these conditions, the track impedance will remain an open circuit for reasonably large signals as long as the charge voltage of capacitor CF remains above the desired bi-directional signal peak voltage. This high-impedance environment allows an on-board transmitter in the remote object 1712, 1713 to apply a low amplitude voltage on the track without severely loading the on-board power supply during the off period. The on-board power supply usually derives its energy from charged capacitors CF, which can only supply power for a brief period. In this way, either digital or analog information may be sent from the remote object 1712, 173 during off periods of the applied track power voltage. For instance, the analog output may be the value of an on-board variable-voltage (or variable-current) supply, or digital data may be sent as a zero voltage for a logic 0 or some low voltage VB for a logic “1,” such as the sequence shown in
Internal loads generally receive power from capacitor CF and all return currents go to internal ground 2303. The pass devices P1-P4 represent ideal (zero resistance switches) under microprocessor control. P1 and P2 can apply the output VB terminal 2302 to either TRK1 or TRK2. P3 and P4 can apply the internal ground connection 2303 to TRK1 or TRK2. This will allow the internal VB generator 2300 to connect between TRK1 and TRK2 with either polarity. When track power is applied of either polarity between TRK1 and TRK2, the internal capacitor CF will charge to the peak track voltage, less the insertion loss of the bridge rectifier. When track power is removed, the internal VB generator will continue to operate as long as the internal charge on CF does not fall too close to the VB output. There are two states for providing voltage VB. One (1), if during this time P1 and P4 are on, and P2 and P3 are off, then the VB generator will apply positive voltage to TRK1 with respect to TRK2. Two (2), if P1 and P4 are off, and P2 and P3 are on, then the VB generator 2300 will apply a negative voltage to TRK1 with respect to TRK2.
When designing a circuit for bi-directional feedback, there are three conditions that should be met to ensure reliable operation: (1) if the track voltage should reappear when the bi-directional circuit is operating, there should be no temporary dysfunction of the on-board system nor any permanent damage; (2) there should be no unusual current demands from the power supply that may affect the power supply voltage or operation; and (3) a short circuit on the track should not cause temporary dysfunction of the on-board system nor any permanent damage.
The generalized circuit in
To indicate the different track conditions, a simulated power pack 2402 is constructed having a resistor RT, batteries 2405, 2406, and a switch 2407. The batteries 2405, 2406 represent track power VT during the on period of the track power duty cycle, which is assumed here to be greater than VB. If the switch is in position A, positive track voltage is applied to TRK1 with respect to TRK2. In position C, a negative track voltage is applied to TRK1 with respect toTRK2. In position B, no track power is applied, and instead the output of the power pack is simply the load resistor RT (2404). The resistor RT is likely located in the MBA controller (1300, 1500) along with the detection circuitry rather than in the power pack 100, but for this discussion, the MBA and power pack are shown together.
During circuit operation, where CF is fully charged, if the switch 2407 is in the position B, a positive voltage VB is applied to the detector resistor RT in the power pack. If the switch 2407 is in position A, then the positive VT volts that is applied to TRK1 with respect to TRK2 will cause diode D9 to become reverse biased. No harm is caused from this operation. However, if the switch 2407 is in position C, then the negative VT volts applied to TRK1 with respect to TRK2 is also applied directly across diode D3 and may damage it. Where a negative VB voltage is applied between TRK1 and TRK2, (P1 and P4 are off, P3 and P2 are on), we get a similar result except that a positive track voltage (switch 2407 in position A) will damage diode D4. In addition, if a short circuit occurs in either state 1 or 2, the VB generator is loaded, which will rapidly discharge the supply capacitor CF, as shown in
The current source generator is made up of two bi-polar current mirrors. The reference current IREF is set up by a logical high microprocessor output at 2504 through resistor R1 and a diode-configured NPN transistor Q1 and mirrored by Q2. This current IREF is reflected down by the diode-configured PNP transistor Q4, mirrored through Q5, and connected to the track through protection diode D9. An assumption here is that the base current errors are negligible for either the top or bottom mirrors (beta is high).
Although the input bridge and power supply in
Transistor Q3 is used to short out rectifier diode D4 to allow the on-board bi-directional signal current IOUT to return to the on-board electronic ground 2505. Q3 performs the same function as pass device P4 in
Since Q3 is expected to sink IOUT, as a general engineering guide to ensure saturation, one may chose a forced beta of 10 for this device 2600. This would determine the size of R2.
Under the state where the power pack 2402 is in position A, Q3 will be saturated. Under the state where the power pack 2402 is in position B, D4 is sourcing IREF while Q3 is trying to sink 2 times IREF, which will saturate Q3.
All of the above circuits showing bi-polar current mirrors are better suited to an integrated circuit design where the devices are much better matched than off-the-shelf parts. However, there are other implementations of current source designs that will accomplish the same goal. This circuit can also be implemented using MOSFET technology, which is a better choice for modern high-density, low-voltage logic designs. For analog or DCC bi-directional circuit design, the use of current sinks and current sources protects the bi-directional communication circuit if track voltage should be impressed during the transmission period. This is a greater problem with analog then with the NMRA digital command environment where it is much easier to guarantee that track voltage is disconnected before bi-direction transmission takes place.
Another issue that separates the analog environment from the NMRA digital command control environment is that the analog power signal is often being constantly interrupted by its very nature. In the case of a pulse drive or phase-modulated sine waves, the applied voltage is off for a certain percentage of the 50/60 Hz time period except for perhaps at the highest setting. Even amplitude-modulated full-wave rectified sine waves are off at the zero crossing of the input sine wave. The issue is to know when the track voltage from the power pack is zero and to provide this information to remote objects and signal detectors so as to allow transmission and reception of these digital signals.
Note that if more than one remote object was transmitting, the bi-directional communication data stream would be corrupted. However, if we ensured that each on-board transmitter had the same voltage compliance, then the sum of all the bi-directional signals would not exceed this compliance limit. Even though the data is corrupted, the total track voltage is not statistically changed over the bi-directional transmission of only one remote object. In addition, the on-board bi-directional transmitter could also include a bi-directional receiver. This would allow remote objects to listen to another remote object transmitting bi-directional information.
The function of the voltage comparator 3103 can easily be included in the microprocessor software and does not need to be included as a separate piece of hardware. Also, since track voltage is often used to set on-board throttle, the voltage detector 3102 supplies digitized throttle information directly to the microprocessor 3104.
Note that the track voltage is changed by the addition of bi-directional signaling, which in turn may affect the setting of the on-board throttle, and hence the speed of a locomotive. To avoid this interference with the on-board throttle, the track voltage may be computed only when the voltage comparator 3103 has disabled bi-directional detection, e.g. when bi-directional signals are not being sent, or when the applied track voltage is above the voltage compliance of the bi-directional current sources.
In
Indeed, if we limited the controller to only have speed information transmitted during the off period of the applied track voltage, we could transmit a variable analog current from the on-board bi-directional transmitter whose magnitude represents the scale speed of the locomotive. This could be achieved by using a digital-to-analog converter to drive the current reference setting resistor R1 in
However, if more information is required from the locomotive, digital transmission may be used. The amount of bi-directional data transmitted during each normal off period of track voltage (called the gap) is not limited to one bit. These time periods are long enough and the bi-directional transmitters on remote objects may be fast enough to transmit considerable data. In fact, the on-board transmitter could also function as a DCC bi-directional transmitter when the remote object is operating in DCC mode. It is not unreasonable to design systems with data transfer rates in the kilobaud or low megabaud speeds.
Bi-directional transmission in an analog environment has a consideration not present under DCC operation, namely that the gap period where the applied track voltage is off is variable depending on the throttle setting. In particular, in
This character of the analog gap shrinking as the throttle duty cycle increases may make it difficult to have a predicable time interval to transmit bi-directional data. Some power packs do not go completely to 100% duty cycle, but even so, there is no standard that can be depended on. We could arbitrarily choose some gap time and design for data within this gap. Choosing an arbitrary gap period would certainly work for bi-directional transmission at lower throttle settings. However, it would also limit the amount of bi-directional data transmission that we could achieve at slow and intermediate settings.
It would seem that the best gap choice would be the time interval for variable amplitude full-wave rectified sine waves such as the example shown in
where ω is the radian frequency of the applied sine wave (377 rad/s for a 60 Hz sine wave), VF is the insertion loss of the bridge rectifier, and A is the amplitude of applied sine wave (usually about 18 volts). For these values, ΔtG equals about 0.5 ms. Considering that a reasonable delay time ΔtD is about 100 μs, this leaves only about 0.4 ms for data transmission. Even at 100 Kbaud per second, this is about 40 bits. This would be sufficient even with the extra error correction bit for moderate data transmission.
We could also allow the bi-directional data to simply transmit until it is terminated by the raising edge of the next pulse. If we had a bi-directional detector on-board the remote object as well as the bi-directional transmitter, the on-board system would know when the data was being terminated. The on-board microprocessor could simply verify the number of bits or words that were successfully transmitted during the gap, and provide this information to the controller during the next transmission. The transmission would carry on after the last successful bit during the next gap. This would allow full use of the variable gap time interval, and more information would be transmitted at low throttle settings for pulse-type waveforms and phase-modulated sine waves than for variable-amplitude sine waves. In all cases, the amount of data transmitted would be higher at low and intermediate throttle settings, which are the most common on model train layouts. This is not an unreasonable approach for bi-directional transmission where the type of DC power pack waveform is not known and where different gaps may be present and vary by different amounts depending on power pack designs.
Another concern is how to chose which remote object would be transmitting. In DCC or analog systems where ID numbers are assigned, the remote object may be addressed and then requested to transmit any desired bi-directional data. However, in analog, we may want to avoid the complexity of selecting locomotives and data type and simply use pre-selected data types for each remote object (such as speed, fuel, etc.). For locomotives, analog does have the advantage of having only one train operating at a time on each block and hence we would only expect one locomotive to be transmitting bi-directional communication per power block. A locomotive may be enabled to send bi-directional information in programming mode using any power pack. In addition, software could be included to prevent helper locomotives selected during analog programming or when making up a consist from transmitting bi-directional information. However, there could be other remote objects connected to the track besides locomotives, such as turnouts, accessories, and rolling stock with on-board sound and control systems that have useful data to transmit as well.
One may allow sequential data transmission where each operating locomotive or remote object would, in turn, transmit data during successive gaps. Once the last remote object transmitted, the first remote object would transmit again during the next off period of track voltage, followed by the third and so on in a continuous selection of remote objects in an endless loop. For instance, in
An area of model railroading where both direct and bi-directional communication are used is in the operation of electronically and mechanically-equipped rolling stock. These so-called “operating cars” or “automatic cars” have been available in model trains for many years and add considerable fun and variety to the play value of model trains. Generally, operating cars have been more popular in O'Gauge where there is more interior room for a mechanical apparatus then in the smaller gauges. The possibilities for operating cars are as varied as the prototype, and sometimes, the imagination for model train rolling stock goes where no prototype train has ever gone before. In addition, some rolling stock will mimic the operation of the prototype but not perform the exact same function.
Some ways in which operating cars may be controlled include: (1) side dump cars where the contents of an open bin car can be dumped at the side of the track; (2) log dump cars where the logs can be rolled off the side of the car; (3) milk car where a miniature man moves large milk caldrons from inside a refrigerator car to a platform; (4) barrel car where a miniature man pushes barrels from a gondola type car to a loading bin; (5) lumber car where a Hyster loader removes lumber from a flat car; (6) caboose with a smoke generator for the stove smoke stack; (7) stock car with animal sound effects, such that different cars have different animal sounds, such as cows, pigs, sheep, etc. The animal sounds would respond to the speed or motion of the cars to become more alarmed or agitated or become more content if the car was stopped. Further ways to control operating cars include (8) in hopper cars, where an internal view through the top hatches of the grain or other load would be seen to change as the simulated contents were emptied or filled; (9) in Thomas the Tank™ passenger cars that can talk, and where the simulated eyes can move to specific directions; (10) simulated passenger silhouettes moving through passenger cars by animating these actions on LDC displays inside the cars; (11) car load on fire, and requiring firefighter simulation to put it out.
Some features are not specific to a particular type of car or load such as a car that has operating coil couplers, or one that produces squealing brake sounds, etc. These are effects that any car may have. If modern design can produce operating cars that are acceptable to serious modelers, a common set of “car features” should be standardized to allow operating of these cars in a more prototypical and predicable way. For instance, each car may be equipped with a special feature, like mooing cow sounds, but all cars would have affects expected on any piece of rolling stock. We are proposing an on-board electronic system to be installed in rolling stock (hereinafter “Rolling Quantum” or just “RQ”) that not only provides features common to all cars, but is expandable to allow customization of special features for specific “operating cars”. Rolling Quantum is similar to QSI®'s Quantum System installed in locomotives, hereafter called “Loco Quantum” or just “LQ”. Both have similar system features such as hardware components, the same types of signaling, similar sound system, motor controllers, lighting operation, etc. The differences are the features and effects that are specific to rolling stock. Rolling Quantum may have any number of the following generic features and capabilities.
Speed and Motion: All Rolling Quantum will have a speed detector to measure real and scale speed, S, and for calculation of distance, D, traveled given by ∫S(t)dt, the progressive derivatives of speed, S, namely acceleration A=dS/dt, jerk J=dA/dt, and whip W=dJ/dt.
Track Voltage Detection: Just like Loco Quantum, Rolling Quantum may have detectors for track voltage to determine the analog throttle setting, Type 1-3 signaling detection, bi-directional transmission and detection, and DCC detectors.
Neutral State and Associated Sound and Mechanical Effects: In analog, Quantum-equipped locomotives enter a Neutral state when the voltage is below V-Start by a predetermined value and the speed is measured as zero. DCC has a similar condition of the throttle setting being at zero and the speed being measured as zero. Having a speed detector on-board rolling stock allows each car to have a Neutral state based on the same conditions as Quantum-equipped locomotives. In Neutral, different car sounds may be activated, such as live stock quieting down, air releases, etc., as well as certain operational mechanical functions being enabled or disabled. For instance, a dump car could be disabled from dumping its load, even under command, until it is stopped.
Grade and Sway Detection: While we can determine speed and calculate acceleration, jerk, and whip, this is only in the direction of motion of the car. Rolling Quantum could include inclinometer to indicate current grade conditions or possible derailment of a car, and/or a side-to-side pendulum-like detectors to measure lateral car sway and/or accelerometer to measure motion. With a bi-directional system in place, this information could be used to control an operator's pneumatic chair to reproduce the bumps and movements of the model locomotive.
Trip Odometer and Total Mileage: The distance traveled would determine when a car need simulated or real maintenance and the proper time to give it a flat wheel sound or smoking hot box or other maintenance related effects.
Time Log: The time the car has been operating may also be logged. This time may be measured from when the car received fuel, ice, lubrication, or other variable that is consumed or changed over time. Total time since the car began operation could also be logged to give an indication of the car's age. A period of operation may be combined with the cars age to determine when real or simulated overhaul is due, or when lubrication is due.
Signal Transmission from Car to Car: Bi-directional communication between the locomotives and the cars, by itself, does not provide information about where within a train a particular car is located, or how many cars are in a train, or which way individual cars are aligned. Progressive car detection and identification from car-to-car transmission or track transceivers may provide each car with a position number and direction and the last position number would indicate the number of cars. Car-to-car communication could be done in a variety of ways: (1) LED transceivers may be located at the end of each car and directed towards each other, perhaps out of sight under a coupler pocket, or the like, or directly transmitted and received in the coupler pockets; (2) electrical connection through conductive railroad couplers, air hoses, or car collision dampeners making physical contact with each other; (3) hard wiring from car to car using add-on connecting wires that connect from one to the other.
Power Connections from Car-to-Car: One of the biggest and most persistent problems in model railroading is electrical pickup from the track. Track and wheels can get dirty or an insulating chemical patina can form on metal wheels to interfere with electrical contact. The best contacts tend to scrape or slip metal against metal such as a sliding shoe on the track rails since they tend to be self-cleaning. Wheels make poor electrical pickups since they contact only over a small area and there is no self-cleaning action except perhaps on locomotives where there can be some slippage on the rails, especially with heavy loads. Rolling stock has no such advantage. In addition, rolling stock usually have fewer wheels in contact with the rails than locomotives that may be used for pickup and less weight pressing down that can help penetrate through the dirt and oil on the rails. In addition, contacts from the wheels to the electronics also have a disadvantage for rolling stock. While these contacts are generally wiper type on an axle or on the wheel, care must be taken to minimize friction so that cars roll easily. Minimizing friction, of course, reduces the ability of these contacts to self-clean or to penetrate dirt and grime. One way to improve electrical contact is to provide electrical connection from car-to-car. This would allow many more electrical connections and for long trains it would virtually ensure reliable power to every car. This also applies to locomotives where power may be drawn from other locomotives in the consist from the rolling stock. Car-to-car connections may be done in a number of ways, such as through (1) the couplers; (2) the air-hose; or (3) add-on wires being connected connecting from car-to-car, etc. Any of these methods should be implemented while simultaneously remaining germane to the prototypical train look. If power may be connected car-to-car, then car-to-car communication may also use these same connections.
On-Board Electronic Memory: Rolling Quantum should contain read/write long term memory (LTM) means that allow programming behavior parameters such as volume, ID numbers, etc., as well as car-related parameters such as the real or simulated contents of the car, its value, its owner, point of departure and destination. Memory could also record the cars position in the train (if known), or the amount of time since livestock has been watered or the amount of ice remaining in older reefer cars, or the amount of fuel remaining in mechanical reefers. Memory could also be programmed to record the name of the car's manufacturer, the build date from the side of the car, the car's serial number, and the owner's name, which would be useful in large club layouts.
Car Transceivers: In model railroading, like prototype railroading, it is important to have information about the cars identity, its contents, value, its owner, destination, and the real or simulated condition of the car and, of course, the location of the car on the layout. Some of this information could be transmitted via bi-directional communication back to the controller, but it would need to be queried on a car-by-car basis or the continual flow of such information from all cars could overburden the communication system. In particular, car location is not known directly by the car.
“Car Transceivers” may be located under each car, perhaps at each end, to transmit information to “Track Transceivers” located in the track or at trackside. Information may include the car's status, ID number, etc., which would also locate the car on the layout. Track Transceivers may also communicate to the car information about its location within the train, which may be stored in the Rolling Quantum's LTM, each car being given progressive train location ID numbers as they pass the track transceivers. The last car and the trackside detector both know that it is the last car and how many cars were in the train.
These Track Transceivers may also transmit back to the car its measured real weight. This is a measurement that would be useful to know in a hump yard environment where the cars weight determines how much braking must be applied. An alternative to car transceivers to determine a car's location is to use a bar-code label under the car that could be read by a bar-code reader in a trackside detector. Present LED technology would be favored for the Car Transceivers and Track Transceivers. A modulated IR (infrared) carrier to transmit information may help to minimize ambient IR from sending false data.
Trackside Detection Reports: Even if many cars in a train are not equipped with Rolling Quantum, the trackside detector may still maintain a count of the total number of cars. If the last car is Rolling Quantum equipped, it may be reported of the total number of cars in the train, and any other information about hot-boxes, flat wheels, etc. This information may be sent to the controller directly by the trackside detector, or via bi-directional communication by the last car, which may also be received by the locomotives. This information may also be communicated to the locomotive via the controller. This information may be turned into a specific verbal detector message that could be heard from the locomotive, caboose, radio-equipped work cars, or at the control center. Detector messages then report the problem type (flat wheel, hot box, etc.) and car number, and the number of cars in the train, etc. Because most verbal components of these messages are the same, prototype detectors use individual recorded messages that are combined into a full message depending on the needed content, and then different verbal numbers, problem types, etc., are substituted into the message as required. This same approach may be done at the controller or at the locomotive to be heard by the operator. Thus, even though detector messages may be long and detailed, only one set of message components need to be stored.
Proximity Transmitters: The on-board car transceivers could also be used for turnout proximity detection. This is important when cars back up through turnouts. A car could be command to change a turnout to the right or left position. This command would be detected by a transceiver located at the lead track into the turnout, which would cause the turnout to respond.
Operating Couplers: A new coupler design could be installed on cars (or locomotives) that allows a Rolling Quantum car to be uncoupled at either end from other cars under command. In addition, if cars are equipped with car-to-car transceivers that detect when they were within proximity of each other, this may be transmitted via bi-directional transmission down the track to alert the operator to slow down. If the couplers also provide information to the on-board microprocessor, this could tell the operator when a successful coupling or uncoupling had occurred. Any coupler operation would be accompanied by coupler sound effects such as lift-pin, knuckle opening, knuckle closing, air lines parting, air brake release, etc.
Magnetic Wand Operation: Rolling Quantum may use reed switches, Hall effect devices, etc., which would respond to the presence of a permanent magnet (magnetic wand) placed near predetermined positions on the car to open car couplers, change volume of the sound system, system shut down or start up the car (such as refrigeration motors in mechanical reefers), cause the car to unload its contents, open hatches, etc. Alternately, an LED wand with on-board receiver could be used as well to perform these types of functions. The advantage of magnetic operation is that the receiver may be located inside the car body and out of sight such as under the roof.
Drawbar Tension and Compression: Couplers could have strain gauges or other means to detect tension or compression in the drawbar to indicate if the car is being pushed or pulled and by how much.
Car Load Affects: The total number of cars and perhaps the total simulated weight from car-to-car transmission, trackside detectors, track transceivers, or drawbar tension and compression, could be used to adjust the simulated acceleration and braking (deceleration rates).
Real Braking Action: A method to apply real functional brakes that would act like the prototype is proposed. Prototype trains have two pneumatic braking systems, one for the locomotive, and a second for the rolling stock. Both use air to activate the brakes. For the model, specific Rolling Quantum equipped cars may have real brakes applied whenever a braking command is sent. This command is be progressive; that is, the longer the command was sent, the more the brake pressure is applied. If the command is stopped, the last braking value continues. To release the brakes, a second “release brake” command is sent, which could also be progressive. The longer the command is sent, the more the simulated brake pressure would decrease. Whenever rolling stock brakes are decreased, the locomotive should produce air release sounds.
Squealing Brake Sound Effects: This may be based on a known signal from the operator that car brakes are being applied. The brake sounds could be automatic and speed dependent and stop when the car stops as detected by the on-board speed detection. Squealing brake sounds may be present regardless of whether there are real brakes or not. Squealing brake sounds may also be trigged by a direct command from the controller.
Safety Brakes: A safety design of modern prototype brake systems requires that brakes be applied when air pressure is reduced rather than when it is increased. This ensures that if cars became disconnected from the locomotive, the common brake air lines would depressurize and all of the common air brakes would be applied automatically to stop the cars. Model railroading has the same problem that prototypes do on grades where cars may become detected from the rest of the train, and start down a long grade, picking up speed along the way until they derail. If no car-to-car communication is available, there is no indication that the cars have become uncoupled from the locomotive. However, each of the Rolling Quantum cars will know what speed they are going. If the locomotives are continually sending speed information, the cars can deduce that their speed is higher than the locomotives and in the opposite direction, and can apply brakes to stop the cars. Once the cars are stop and the locomotives recoupled, a command can be sent to release the car brakes.
Charging the Brake Lines: Prototype trains will need to charge the brake lines and the air reserves in each car before departing. The pressurizing of the brake line makes a definite sound, similar to steam sounds in old radiator heaters in homes. A global command may remove all brakes on all cars within a block or DCC power district. A command may also be used to release brakes on all Rolling Quantum cars that belong to a consist. Brakes may also be released from a command from the locomotive that travels from car-to-car down the train.
Yard Action: Brakemen may release the brakes on prototype cars using a hand lever under the car to allow movement around the yard, such without requiring connecting the brake lines to the switch locomotive. This lever applies pressure from the air reserve on the car to the brakes. There could also be a similar method to release brakes on a car using a handheld magnetic wand to activate a reed switch or apply a handheld LED wand to the transceivers under the car. A second action of a wand may reapply the brakes. One may also mimic the prototype operation by limiting the number of times that brakes may be applied before the air reserve is consumed.
In the case where the brakes have been hand-released, the automatic method of applying brakes whenever a measurably higher difference in speed between car and locomotive would be disabled. This would allow a switcher locomotive to push cars off to sidings to coast to a stop. These types of movements may be accompanied by coupler crash sounds whenever cars are coupled or uncoupled and may not have the air-line release sound of parting air hoses.
Light Bulb Operation: Some prototype freight cars had lights. This is certainly valuable for passenger cars and cabooses, and for special effects.
Curve Detection: On selected cars, Rolling Quantum will have a means to detect that a car is entering or in a curve. Freight cars may make different sounds in curves and have different effects.
Squealing Flanges: This may play continual squealing sounds whenever a curve is detected. The sound may be randomly sequenced as described in QSI®'s '431 patent, titled “Non-Looped Continuous Sound by Random Sequencing of Digital Sound Records,” and be speed dependent. Squealing flanges may also be produced under direct command from the controller.
Smoke Generator: This may be part of the Rolling Quantum System because there are a number of applications where this may be useful.
Hot Box: Prototype bearings on car trucks may become hot if not lubricated properly or if defective, which will produce a lot of smoke from the bearing box. The smoke generator on the model car could emit smoke in the area around the truck or a particular wheel along with squealing or grinding sounds to simulate this effect. In addition, this action could be timed to the last real or simulated maintenance activity. If a hot box were enabled, it would alert any trackside detector that the train passed through.
Hot brake effect: Smoke is emitted near wheels on both trucks to simulate the burning off of brake pads under heavy braking. This could be automatic under the operation of the brakes described above, or under direct command by the user. Lighting effects near the hot box could simulate a fire.
Burning Load: A smoke generator may be used to simulate that a load was on fire. On-board lighting may also add to this effect by simulating the flickering and varied light given off from a fire.
Clickity Clack Wheel Sounds: This is a common occurrence and is often heard after the locomotives have passed by and their dominate sounds fad away in the distance. Clickity clack sounds may be speed dependent. These sounds may be on all the time or perhaps be triggered as the locomotive passes over a highway grade crossing. If each car knew its position in the train, these sounds could be progressive such that each car would produce these sounds in turn and then fad away in the distance. In other words, the nth car would know that, based on when the command was sent and its value of speed, to wait until it was approaching the grade crossing to make these sounds and then to fad them out after it has passed by. An observer at trackside would experience the sounds. There could also be specific commands to trigger special clickity-clack sound over turnouts or cross over tracks. Alternately, a trackside transmitter or transceiver may communicate to each of the cars' “Status Transceivers” in turn to trigger the Clickity-clack sounds as it approached the grade crossing and a second track side transmitter to turn off the Clickity-clack effect. The turn off or fad out could be timed-based on the speed of the car and when the effect was triggered.
Flat wheel: This is the continual thump-thump sound of a defective wheel's flat area hitting the rails over and over. This is special kind of Clickity-clack sound and would be operated similarly. A flat wheel effect may be enabled by a maintenance timeout setting in Rolling Quantum. This may also alert any trackside detector that there was a car with a flat wheel.
Rail Whine: This is an effect that increases in frequency and volume with increased speed. Because this is a continuous sound, it would most likely be created as a Random Sequence Sound, as described in the '431 patent.
Doppler Effect: This may be progressive and based on speed. When the Doppler command was pressed to trigger the Doppler effect at a specific location (called the “Doppler Trigger Location” or “DTL”), locomotives in a consist may each display the effect, in turn, delayed by a certain time based on its known speed to get to the DTL, followed by each car delayed more and more to place it at the same DTL. The observer listening to the train pass the DTL experiences each car passing in front of him going through the Doppler effect individually just like it does for the prototype. If the speed calculation is not exact, the observer may experience the Doppler location with some randomness around the DTL or a movement of the Doppler location gradually in either direction around the DTL. This is based on the same concept as progressive Clickity-clack described above. In fact, these two features would normally be combined. If a trackside transceiver triggered each locomotive and car in turn, then the DTL would be constant and known.
Progressive Slack Action: Slack action may also be progressive, from car-to-car. This may be based on detection of movement, or timed from the car knowing its position in the train or from when the couplers make contact to each other, or from measurements of changes in drawbar tension or compression detector. In the latter case, different sounds may be generated depending on whether the cars are being pulled or bunched up. Coupler-to-coupler signaling through conductive couplers may work well because compressed couplers may be designed to provide no signal, or a different type of signal, while stretched couplers provide signals that the couplers have been pulled tight.
Car creaking and groan sound effects: Prototype cars respond with all kinds of creaking, clunking, bending, pops, and grinding sounds, that result from its motion on the track. Rolling Quantum could produce these sounds as a function of speed, acceleration, jerk, whip, and/or from the output of any on-board accelerometers or motion detectors. These sounds may also change during Doppler and progressive Doppler operations.
Reverb and Echo: These are sound effects that apply to both locomotives and cars. Echo is apparent in areas where there are reflecting surfaces a long distance away, such as mountains, canyons, etc., while reverb applies more in the city with building around or in tunnels and cuts. The same command that applies these features to Loco Quantum also apply to Rolling Quantum. However, for a moving train entering a cut, these effects could be progressive so a train entering a tunnel would start to echo one locomotive or car at a time. The same is true regarding turning off echo or reverb when leaving a tunnel.
Car Serial Number Selection: Freight cars have long serial numbers printed on the car side along with the build date, inside and outside dimensions, total allowable load, etc. It might be useful to be able to select cars by their serial numbers, either to operate an effect to get a status report of their car specifications or cargo. This is different than their train position ID, or consist ID, or even the car ID setting programmed by the user.
Coupler Operation on Uncoupling Track: On-board transceiver(s) may allow either coupler to be opened or possibly closed by a transceiver in the track. Uncoupling is normally done with KD-type couplers by a magnetic strip in the center of the track that is used to attract the ferromagnetic air hoses that open the coupler knuckles. For legacy issues, the transceiver in the track may be combined with the magnet to allow uncoupling of either KD-type or Quantum-type couplers. This also frees up the air hose under the Quantum coupler for another purpose other than magnetic uncoupling, or at least would allow it to look more decorative and realistic looking than the KD design.
Radio Cab Chatter: Car-to-car transmission or bi-directional transmission may be used to produce simulated radio dialog between the crew in the locomotive and the caboose crew, or other cars that may contain crew with radios. Stored messages may be maintain in memory in RQ's and individual appropriate responses to radio communication may be heard in remotely located cars that are logical to the type of communication, such as reports from the brakemen or conduction about the condition of the train. For instance, the engineer's voice from the locomotive's radio asking if there was a hot box on the train and the response from the caboose's radio would be the correct answer and so on.
Cargo Damage Estimate: Acceleration, jerk, and/or whip may allow the microprocessor to determine how much damage was done to a simulated load. Sound effects, such as crashing sounds, thumping, bellowing livestock, etc., may be related to these variables.
Smell: An optional on-board atomizers to produce smells of different types of loads, such as animals, grains, chemicals, lumber, cooking in the caboose, Christmas trees, fruit, etc.
Local Positioning System receiver: A Global Positioning Systems (GPS) may be implemented within a model train layout. If a GPS system is installed, then each car or locomotive could know its precise location on the track system. This information can be relayed back to the control to shown a graphic of the train's position and movement on a simulated track layout plan. Even if the cars accidentally broke away, this could also be shown graphically in real time.
On-board Battery Back-up: This would allow the rolling stock Quantum System to remain working even if track power is lost. This is an advantage in three-rail AC powered trains where the track power is interrupted to change the locomotive's directional state. In addition, sound so live stock, escaping air, creaks and groans could continue if the event of a derailment or short circuit on the track. We might also specify high value capacitors to do this job, which sometimes uses rechargeable battery technology to make these devices.
State Dependent RC Operation: This allows expanding the number of remote control operations in excess of the limited number of remote control signals or commands available to the system as described in the '431 and '142 patents.
Expandable System: This includes motor drives, additional lighting, solenoid drives, UART, serial ports, etc., to remote microprocessor-based accessory boards, etc.
Downloadable Sounds and Software: Software and sound records could be downloaded via the systems serial ports, down the track using DCC or another communication standard, or using the Car-Transceivers from a Track-Transceiver unit or some special program apparatus designed to utilize any of the systems communication ports. A special program apparatus may allow increased data transmission rate with less electrical noise than downloading information on the layout.
Take Control: Many features are automatic and occur as dependent state features. That is, the features (such as directional lighting) or sounds may be activated by the state of the locomotive. Features can also be controlled directly by command. When a feature that is normally automatic is operated by user, and does not revert back to automatic behavior, this is referred to as a “take control feature”. For instance, brake squeal may sound automatically whenever RQ or LQ remote objects slow down. However, if the operator sends a command to produce the squeal effect and if this is designated as a “take control feature,” the remote object will no longer make this sound automatically: the user has taken control. There are a number of ways that automatic behavior may be restored. (1) A command may be sent restoring all (or just individual) features back to automatic. (2) The locomotive can enter a state like Neutral that would restore some or all take control features; for instance, the brake squeal may revert to automatic after entering Neutral. (3) Automatic behavior of some or all take control features may be restored when using other commands, such as the locomotive start command where it would make sense that a locomotive begins with all automatic behaviors. (4) Automatic behavior for analog may occur with an interruption of the track power.
The electronics also help to give the car weight. It may be possible to factory install electronics in flat cars and perhaps the components could be placed and covered with decorative plastic to simulate under-car detail.
Track Power is connected to a power supply 3510, which supplies stable electronic power to the RQ system. This power supply can be as simple as a linear regulator design, or a more efficient switching regulator to save power and provide higher internal voltage at low throttle settings. An optional battery backup 3511 may provide continuous power through interruptions in track voltage and can provide power to a low-power clock IC (integrated circuit) to provide continuous real or fast time information. To prevent unneeded battery discharge, battery backup 3511 may contain circuitry to automatically disconnect from the power supply after a predetermined time period after the track power has been removed. In addition, battery backup 3511 may also be controlled by a microprocessor 3512. The microprocessor 3512 may command the battery backup 3511 to disconnect from the power supply 3510 after a predetermined time after track power has been removed, and could also monitor the battery's charge state and could also affect the charge rate. Additional items displayed in
The two-stage design allows C2 to have a much higher capacitive rating and much lower voltage rating than C1 without requiring large physical space. This provides a robust 3.3 volt supply with reduced ripple for operating at low track voltage and maintains stable power during brief interruptions in power from poor track pickups, or opens or shorts that may occur from faulty track, turnouts, derailments, etc. Because of large currents required to charge capacitors C1 and C2 during initial power up, microprocessor-controlled switches SW3, SW4 are opened by default to limit the current through resistors R1 and R2 until near full charge is obtained. Switches SW3, SW4 may also be independently and rapidly turned on and off via microprocessor 4005 to better control the charge rate. Switches SW3, SW4 may be simple relays or most likely would be electronic pass devices such as bi-polar transistors or FETS. Switches SW1, SW2 may be combined to one switch that connects between ground 4002 and a common node for the negative terminals of C1 and C2. In this case, the two resistors R1 and R2 would be combined into one current limiting resistor connected across the single switch.
The power supply circuit in
A number of issues and methods regarding connecting power from car-to-car are shown in
This method may not work, however, because when cars are coupled together, the potential of each cars' connecting coupler 4210, 4211 will be opposite and a short circuit will occur. This is evident in
There are other connection methods to send power from car-to-car. For model passenger cars, the coupler may be used to conduct one polarity while the striker-plate on the passenger diaphragms at the end of each car could conduct a different polarity. On model freight cars, the coupler may conduct one polarity while an electrical connection between the decorative air hoses could conduct a second polarity. However, connecting air hoses may require intervention by the model train operator to do this operation by hand. The operator would likely prefer that simply coupling the cars together would automatically make reliable electrical connections between cars. To do this, we need a coupler that can conduct more than one polarity to a second coupler.
The first electrical connection, however, may lose contact when the couplers 4800, 4800′ are connected, but the knuckles 4801, 4801′ are free-moving in the coupler pocket. That is, when the couplers 4800, 4800′ and knuckles 4801, 4801′ are neither in tension nor compression, as displayed in
Although the plungers 5200, 5200′ are shown extended when the knuckle 5201, 5201′ is open, the plungers 5200, 5200′ could be designed to be a part of the coupler latching mechanism and automatically appear when the couplers 5200, 5200′ lock in the closed position. The plunger spring does not need to be super strong. The spring may be just strong enough to make electrical contact, but may be weak to the point of providing flexibility to preserve slack action of the cars. Also, the stress gauge described below and shown in
Rail cars with KD-type couplers are more prone to accidentally disconnect when the cars try to “catch up” to the locomotive speed and couplers on various cars are compressed together. This most often occurs while the train is going down a grade at slow speed. Since these types of couplers tend to push the knuckles open in compression, certain cars can disconnect when the locomotives speed up or any other action causes the couplers to change from compression to tension.
Conductive couplers like those shown in
Referring again to
Referring again to
It is interesting to design car-to-car transmission protocols for trains made up completely of RQ systems. The first task may be to store the position of each car of the train in its own LTM. Until this is accomplished, how would any car know which car is talking to it or whether it is the designated recipient of a message? Each car should also know which way it is facing in order to determine if a message is arriving from up-stream (towards the head-end locomotives) or from down-stream (toward the caboose or end of the train). Fortunately, each car can sense the track voltage. If during the calibration or identification process, a known voltage polarity was applied to the track, each car can determine its direction with respect to the front of the train.
For instance, if an analog track voltage was applied that would make the train move forward, then each car that measured a negative voltage would know it is facing backwards and would know which of the two switches SW1, SW2 should be opened to listen to up-stream messages or down-stream messages. The first command during the calibration and ID protocol is to send a track command to open all SW1 and SW2 switches to the listen position. The locomotive then sends the first message to the first car announcing that it is the locomotive. The first car gives itself an ID of 1, and then closes both the up steam and down-stream switches and tells the next car it is car 1. This informs the locomotive that the message was received and that there is a car 1 present. Car 1 then opens both switches and car 2 performs the same operation as car 1. The second car gives itself ID 2, and closes both up-stream and down-stream switches and tells both car 1 and car 3 that it is car 2. This informs car 1 that the message was received and that there is a car 2. Car 2 then opens both switches and car 3 performs the same operation as car 2.
This procedure may continue until all cars give themselves consecutive ID numbers. When the last car does not get a response from the next car with its ID number, the last car knows that the end of the train had been reached and how many cars are in the train. The last car may then send this message back up-stream to the locomotive. At this point, all switches would be in the closed position T except for the first car switch connected to the locomotive. This allows all cars in the train to have shared internal power supplies to increase the trains pickup and reliability. However, idle packets or a series of digital 1's may be continually sent down-stream from one car to the next to keep the channels open. This means that every up steam switch is in the L position and every down-stream switch continually sends data. If a car wanted to send a message up-stream, it could close its up-stream switch. The next up-stream car detects a constant +5 volts on the connecting line, and then changes its switch position to L to receive this message, which would then continue up-stream from car-to-car.
Once all cars have ID numbers, it is possible for the locomotive, caboose, or any car to address any other car with a message. It is also possible to know that a car was unresponsive and maybe has a connection problem. In addition, simple aftermarket conductive coupler kits may be sold to upgrade older cars or locomotives that do not have RQ to all allow messages to be transmitted through these cars. This only requires replacing the existing coupler and connecting the couplers together with a wire pair. Coupler kits may also include a small electronics board to allow older cars to have ID's and to transmit data. This does not require older cars to have powered trucks since power may be supplied from up-stream or down-stream cars that are RQ equipped.
Referring again to
The system expansion 3515 allows RQ to be customized for different types of rolling stock and effects. This box is shown with PWM outputs for controlling analog effects as well as motor control outputs for controlling mechanical effects, and a serial bus to control other microprocessor or digitally-controlled appliances or accessories, and for receiving information and passing it back to the microprocessor 3512 from these items. In addition, the serial ports allow the EEPROM (such as flash) to be programmed on-board through an external connection to a computer.
A digital sound locomotive 3516 provides separate sound channels allowing polyphonic combinations of the independently recorded sounds. These sounds may be individually or collectively processed to add reverb and echo effects 3518 before being sent to audio amplifier 3519 and speaker 3520. The sound locomotive 3516 is shown as a separate piece of hardware, but may actually be part of the microprocessor or digital signal processing integrated circuit programming.
RQ includes a bi-directional transceiver 3521, which is controlled by the microprocessor 3512 to impress digital or analog signals on line 3505, to apply bi-directional information directly to the track. Transceiver 3521 may also receive bi-directional information directly from track and condition these signals to be applied to microprocessor 3512 inputs.
Multiple coupler assemblies 3501, 3502 are also controlled by the microprocessor through lines 3522, 3523. If coupler assemblies 3501, 3502 contain means for opening and/or closing the couplers, this function may be controlled and monitored by the microprocessor 3512 as indicated by coupler drivers 3524, 3525 and signal lines 3522, 3523. Coupler assemblies 3501, 3502 are shown containing car transceivers 3526, 3527, which can communicate with stationary track transceivers 3528, 3529, which are connected to main layout control or local stationary accessories, such as turnouts, car loaders/unloaders, trackside detectors and local power control units. As the car containing a car transceiver 3526, 3527 passes over a track section with track transceivers 3528, 3529, bi-directional communication may commence between a track transceiver 3528, 3529 and the on-board car transceivers 3526, 3527 whenever these two transceivers are within sufficient proximity of each other.
Additionally, transceivers like 3526, 3527 may communicate from car-to-car, whenever two cars are in sufficient proximity of each other, such as being coupled together. This allows bi-directional communication from car-to-car down the entire length of the train, including locomotive(s). The car transceivers 3526, 3527 may also be designed to detect the distance between itself and the next car, and the speed of approach or withdrawal to help the operator determine the best throttle or speed setting to operate his train when direct vision is impaired or when the train or locomotive(s) are under computer control during switching and yard operation.
A transmitting wand may also be placed under or near car transceivers, 3526, 3527, to allow selected cars to be uncoupled from each other. The car transceivers 3526, 3527 need not be located on the coupler pockets as shown, but may be mounted somewhere on the car to allow transmission to track transceivers 3526, 3527 and the next car. For instance, it may be useful to mount car transceivers 3526, 3527 on the coupler body to help shield the car transceivers 3526, 3527 from ambient light.
Car transceivers 3526, 3527 may also be used as a means to download new sounds and software to the RQ, either using track transceivers 3526, 3527 or a special program apparatus that would communicate directly to the car transceiver 3526, 3527 at a higher data rate. Of course, software or sounds may also be downloaded via the track using DCC. The bi-directional system may help to confirm the download of data. Downloading data using Type 1, 2, or 3 signaling may also be used, but this is generally too slow for large data transfer.
However, any of the communication standards described for RQ and LQ could be used to turn on software features that were disabled at the factory. For instance, features that are protected by copyright, patents, or legal agreement, e.g. that may require a royalty, could be turned on by using special codes, which could be short enough that they could be transmitted even by Type 1 signaling. With the number of patents being generated in model railroading, the ability to upgrade the system by the customer after payment of the appropriate fees is becoming more of an issue. The problem with a single codeword to upgrade is that once one person knew it, it could easily be passed on to others without the necessary fee payment. A way to avoid this is to have a special algorithm in the software to generates a random upgrade number and its unlock codeword whenever the system is queried for this feature. While the random upgrade number would be available to the operator, the unlock codeword would not. The customer would have to submit the upgrade number to the appropriate dealer, who after securing payment, would provide the codeword to the customer to install in his locomotive. Once the system recognizes that the installed codeword matches the codeword generated by the Quantum System, the special upgraded features or sounds or software would be enabled. To prevent the customer from trying a series of codewords to try and find the correct one, Quantum generates a new random upgrade number and codeword each time the system was queried. A six digit random number and codeword would provide 1,000,000 to 1 odds of guessing the correct codeword by chance. Although Type 1 signaling could be used, it would be slow; either DCC or Type 3 signaling would be faster, or perhaps direct programming from an external computer through a Quantum serial port or special programming apparatus.
Bi-directional information between the microprocessor 3512 to the car transceivers 3526, 3527, is through control lines 3530, 3531. Coupler assemblies 3501, 3502 could also contain a measuring apparatus to determine drawbar tension and compression and convey this information directly to the microprocessor through lines 3530, 3531. There are many ways to design a compression/tension (strain gauge) device.
This assembly is evident in
Optical detector 3606 is shown mounted to the bottom surface of the draft box, having a source 3607 and receiver 3608. Optical source 3607 is partially blocked by an optical barrier 3609, which is shown more clearly in the cross sectional view. The optical barrier 3609 is tapered so that more light is occluded when the shaft 3601 moves to the right and less light is occluded when the shaft 3601 moves to the left. This affects the amount of light detected by optical receiver 3608, which is a monotonic function of the coupler shaft position. Although optical receivers may be non-linear, the functional dependence may be calibrated and curve correction factors stored in Quantum memory to linearize the receiver output as a function of horizontal position. In addition, the shape of optical barrier 3609 may be changed to help linearize the response. If the side-to-side pivoting motion is excessive, the optical source 3607 and receiver 3608 may be positioned at a greater distance from each other to allow more lateral motion of optical shield 3609. The optical detector 3806 may be mounted by bracket to the coupler shaft support 3602 to allow the optical detector 3606 to move from side to side, as well as and to stay centrally positioned between the source 3607 and the receiver 3608.
It is possible to use only one spring in the above design in one embodiment, in which the spring is attached at both ends. For instance, if only spring 3614 was used (spring 3613 excluded), then spring 3614 would be attached to spring stop 3604 and coupler shaft support 3602. In addition, the spring constant for spring 3614 would need to be doubled to equal the combined force of spring 3613 and spring 3614.
The above strain gauge is an example of how one might design a means to detect compression and tension in a model train coupler. It has the advantage of providing a cushioned response whenever cars crash together during the coupling process, and helps prevent derailments or damage to the cars or couplers. Under compression, the shaft 3601 moves to the right, which registers that a coupling has occurred (or has been attempted), which may be accompanied by coupler crash sounds. Conversely, if shaft 3601 moved suddenly to the left under tension, this would be accompanied by a coupler slack action sound. The sound volume for these effects may be proportional to the amount of compression or tension since these sounds may occur for a train that is already coupled but less likely to generate the same degree of motion in the shaft 3601. This implementation allows the sound and control through the coupler 3600 to remain as germane as possible to the prototype.
Commercial of-the-shelf electronic strain gauges may also be used as long as they are sensitive enough to register the small forces in model railroading and small enough to fit into the coupler draft box 3603.
Truck 3503 shows supplying speed information to speed detector 3532, which passes this information on to the microprocessor 3512 through line 3533. Speed information may be obtained through a drum around one of the truck axles with alternating bands of white and black stripes (a timing tape) with an optical transmitter/receiver. In the alternative, magnets may be attached to a truck axle or wheel and a “Hall Effect” device may be used to detect the presence of the magnetic field as the wheel turns, or a small stationary generator (or winding) may surround a magnetized axle to read Back EMF (“BEMF”) that is generated when the axle turns. These are but a couple of examples of detecting and transmitting a speed reading.
In the alternative, if the contrast between stripes is high, the microprocessor 3512 may accurately determine the time it takes for a single stripe to pass and calculate the scale speed. This method may not be as accurate, but it does give faster reports on speed. In order to achieve higher contrast between light and dark areas of the drum 3809, it may be constructed as shown in
The optical transceiver 3801 may either be mounted on the truck 3800, or may be mounted under the car body (not shown), provided the transceiver 3801 is still close enough to make a good optical contact with the drum 3809. When mounted under the car body, there is no additional wiring that needs to be supplied to the moving truck 3800. However, if the transceiver 3801 is mounted under the car body, the light is not always directed at right angles to the surface 3903 of the drum 3809 as the truck 3800 rotates around a center mount 3812 during negotiation of a curve by the train car.
Truck 3503 in
The second truck 3504 may also be equipped with a similar apparatus. Turning information from the two trucks 3503, 3504 may allow the RQ to determine if the car is in an S-curve or a normal curve, and what radius curve it is on. This may change the recorded sounds used for squealing flanges because tighter curves may cause a greater squealing effect. Knowing the degree of truck rotation may also indicate a derailment, and the RQ could produce appropriate crashing or derailment sound effects.
Brakes 3538 are shown being controlled by the microprocessor 3512. This is a bi-directional line with information about the braking condition supplied to the microprocessor 3512, such as how much braking is being applied. Additional information about the amount of braking may also be deduced by the differences in the tension and compression readings from the coupler assemblies, 3501, 3502. The braking force is applied through drivers 3539, 3540 directly to the trucks 3503, 3504, thus stopping the train car.
There are a number of ways that brakes may be applied. One way is to use the same apparatus for detecting speed by BEMF as described above. In this case, a load resistor may be applied to the output of the speed detector, which would allow the speed detector to act as a generator. The amount of the load and the speed of the car determine the amount of braking. Back EMF braking, however, is only effective at higher speeds. It has much less effect at slow speeds, and has no effect when the car is not moving. To improve BEMF braking, one could add the application of current to the stationary winding to produce a magnetic force in opposition of the internal magnet on the axles, thereby slowing the car. This method still has the problem that when the track is unpowered, the brakes are off. Cars sitting on sidings could roll away and possibly derail or cause damage when the layout power was shut off.
Not all cars in a model train need brakes since the amount of weight and momentum do not change directly with the scale of the model and do not require as much braking to stop or slow the train. Therefore, only some cars need to have this optional feature. Brakes also have the advantage of taking the slack out of the couplers, thereby improving the signal and power connection between couplers, if that method is used to transmit information and power from car-to-car.
Other accessories or appliances to RQ include a “grade and sway detector” 3541. As displayed, the grade and sway detector 3541 deploys a pendulum 3542 to provide means to detect. However, the detector 3541 may include other components such as an inclinometer and electronic accelerometer, which together are intended to provide knowledge of tilt and motion of the car. A simple pendulum method was described in QSI®'s U.S. Pat. No. 5,267,318, entitled “Model Railroad Cattle Car Sound Effects.” The grade and sway detector 3541 is primarily intended to measure side-to-side motion and grade tilt. Parameters of forward motion are derived from the speed detector 3532 by use of time integrals and successive derivatives of speed.
Generally, information from accessories and appliances are applied to the microprocessor 3512 inputs; but, the microprocessor 3512 may also pole these items for information from their data registers. They may also be on a common bus and each one may be separately controlled by their own microprocessor 3512.
Another accessory includes the “smoke generator” 3543, which may produce smoke under microprocessor 3512 control. A basic microprocessor-controlled smoke unit for model locomotives was described in the '142, where a microprocessor is used to control the amount of smoke and its duration. The smoke generator 3543 is shown with a variety of outputs 3544, 3545, 3546, which may be selected by the microprocessor to control smoke for a number of different effects. For instance, smoke turned on in output 3446 may be vented in the vicinity of the truck 3503 or 3504 to simulate a hot box or the affects of the brakes being applied for extended periods. In the alternative, output 3544 may be applied to a smoke stack on a caboose; or, output 3545 may be vented into the car body to simulate an on-board fire. The smoke effect may also model steam exhaust from passenger cars such as steam heaters, and exhaust smoke from dining cars, etc. Each output 3544, 3545, 3546 may be controlled for smoke volume and duration, and puffs of smoke may be created by activating each separately. These effects are under microprocessor 3512 control, including the temperature of the heated smoke vaporizer, which is useful to prevent burnout or damage. Information is sent back to the microprocessor 3512, such as temperature, and possibly the amount of smoke reagent (such as oil) remaining in the reservoir. The amount of smoke may be proportional to any state variable, including speed, amount of braking, the amount of illumination present, etc.
Another accessory includes the Local Positioning System (LPS) 3547 shown with a receiving antenna 3548. LPS 3547 works on the same principle as a GPS, except the transmitters are all stationary and located around or above the layout. Based on phase and time measurements and comparisons between the different transmitters, the RQ system may determine a car's location on the layout. This information may be transmitted back to the central controller, a hand held controller, or other local accessories for processing and response. Transmission may be RF, IR, through the bi-directional transceiver 3521, or passed from car-to-car and eventually to the locomotive(s) through transceivers 3526, 3527.
Positioning information from the LPS 3547 may be used to track the progress of a train around a layout, or the position of any polled car on the layout, or to compile a complete inventory and/or physical location of all cars and locomotives or other remote objects. Knowing the position of each train and/or locomotive may allow for easier operation of an analog progressive cab control to provide independent speed and operation of different trains on the same track. Progressive cab control allows a train to move independently around the model railroad layout where the connection between the cab and the block is automatically switched by relays to the next block, and the present block is released for another train to use. Such control may also allow easy sorting of rolling stock in hump yards. The LPS 3547 may also provide information about the time of day or “fast time” sometimes used on model trains to speed up the modeled time compared to real time. Time of day information could, of course, be sent by digital means down the track as part of the control signals.
Depending on the bandwidth of the LPS 3547, all train control commands normally sent down the track may be sent by the LPS 3547 to all remote objects. For instance, the LPS may also transmit DCC-like commands on an RF or IR carrier directly to the remote objects. This may be valuable for some garden railroads and others where the locomotives are battery-powered and there is no communication through the track.
Another accessory includes an atomizer 3549, which is used to produce different odors by vaporizing selected chemicals that are designed to smell like specific conditions or events. For instance, smells of a hotbox, or a cattle car, or fire would be some possibilities. The atomizer 3549 is under microprocessor 3512 control to allow it to be operated in concert with specific sounds, lights, or the movement of mechanical apparatus.
Another accessory includes the proximity detector 3550, which is used to operate some effects whenever it is in the proximity of some specific transmitting source. This may be an IR, RF, or other transmitting wand placed by the operator near the proximity detector 3550 to release or apply the brakes on a particular car, turn on some lighting effect, or activate a mechanical unloading operation. The proximity detector 3550 may also detect some loading or unloading accessory and react accordingly. This type of detector may be placed near or in the roof of the car. If it were an IR-type receiver, it could monitor the ambient light, which would allow certain changes in cars and locomotives. For instance, lighting accessories like locomotive cab lights, marker lights, step lights, and truck lights may be turned on under darker conditions or cattle in stock cars may become quieter in the dark, etc. In addition, an IR sensor may also indicate the simulated load level, such as the amount of grain in a hopper or oil or chemical in a tank car. However, this information could also be conveyed by the car transceiver 3526, 3527 to a track transceiver 3528, 3529 or via bi-directional communication down the track.
Finally, another accessory may include a light controller 3551, which under microprocessor 3512 control, may turn on or off any number of light sources 3552, such as lamps. Lamps may be incandescent to multicolored LED types. Lights 3552 are used to simulate fire, interior lights, and marker lights in cabooses and passenger cars, spot lights or work lights on some operating cars such as crane cars and work cars, etc. Information is sent back the microprocessor 3512, such as indication that lights have failed and need to be replaced.
The following is a short-list of where the standard RQ system may be expanded and/or customized to specific types of cars.
Stock cars: Stock cars with reactive animal sounds would not require any additional mechanical parts. In this case, different recorded animal sounds from very contented to excited, with bellowing and kicking or stomping sounds, may be stored in the on-board ROM. For cars at rest, animals are normally be quiet with occasional contented sounds being played at random with long periods of silence in between. If the cars are moving at a constant rate, the animals may be slightly more disturbed, but in general, the sounds may remain contented. However, if the microprocessor-calculated levels of acceleration, jerk, or whip from the speed detector, the animal sounds played may be chosen accordingly, displaying higher levels of excitement or even panic. If a large number of sounds were available at each different level of excitement, the sounds may be selected randomly using an on-board random-number generator to prevent unrealistic repetition. Additional features may include user programmability to change sensitivity to speed, acceleration, jerk and whip, or rate of calming down or becoming excited. Other operational features include a command to excite animals when arriving at a watering hole, or unloading or loading sounds of animals trackside facilities, or increasing the excitement level by sounding the locomotive's horn, which would alarm the animals. The command for stopping at a trackside facility may be a coded horn and/or bell (Type 1 signaling), which could be operated from any power pack 100 with a reverse switch. In the alternative, one may use a combination of a bell signal followed by a long horn signal to activate the station stop scenario operation. For stock cars, the optional atomizer 3549 in RQ could generate appropriate smells.
Dummy Locomotives: This is considered rolling stock since they are not powered. However, they do contain a RQ System to produce all the locomotive sounds normally provided in a fully powered Loco Quantum equipped locomotives. The advantage of having a RQ System in dummy locomotives is that they can also respond to speed to produce full-labored sounds (called “Sound-of-Power”) with simulated loads, smoke output, etc. All types of lighting may be included in addition to programming, dynamic brake sounds, Neutral sounds, coupler operation, simulated or real time radio communications, flange sounds, squealing brakes, ID numbers, etc. These locomotives may receive information from the lead locomotive via bi-directional communication or car-to-car communication such as when the lead locomotive enters Neutral. They may also contain operating mechanical brakes. This is an advantage since the trucks are larger and could accept a more sophisticated braking mechanism than standard freight car trucks. Because these locomotives are un-powered, they may be added to powered conventional locomotives without being concerned about speed matching.
Mechanical Reefer: This would also not require additional mechanical apparatus. A mechanical reefer may produce the sound of a diesel motor and generator to simulate the cooling of this type of car. This may include starting and stopping sounds and could react to an operator using a portable proximity source to turn on or turn off the diesel/generator. This car may also keep track of the simulated fuel level and automatically shut down when fuel is completely consumed.
Crane Car:
In
Caboose: This car is probably the most interesting of all freight cars and may require an additional apparatus to perform some features, such as: a brakeman that leans out of the back porch with a lantern to signal the engineer; a crewman seen in the cupola that twists his head from side to side and straight ahead to observe the train; a crewman seen lifting a coffee cup to his lips at a table by a window; a crewman smoking on the caboose porch using the smoke generator for the smoke effect and a light that glows at the end of the cigar or cigarette; a smoke generator that vents the on-board stove or heater; marker lamps at one or both ends; interior lights; a brakeman turning the hand brakes on the porch. In addition, a number of different sounds may be heard such as crew chatter, radio communications that are either random or generated by real communication from the operator or locomotive, or results of a problem as reported by car-to-car communication, or trackside detector reports, or crew chatter coming from a stopped caboose during a simulated emergency.
Dump cars: These all require a mechanism to unload their contents. In the case of a side dump car, a bin needs to be raised and a side panel needs to open by aid of a motor or solenoid or other mechanical method. Along with the action, sounds may be played to model the operation of mechanical and a pneumatic apparatus on the prototype car, and to provide sounds of users selected or programmed load types being dumped. Log cars may have a different style of unloading operations and require different mechanisms and sounds but the principle of an unloading automatic car remains the same.
Passenger cars: A method of moving silhouettes or animated passengers moving within passenger cars is described in the '142 patent. Car-to-car communication and/or bi-directional communication may extend some of the scenarios described herein to include car-to-car animated activity. For instance, people could be shown getting up to go to the dining car from a coach car and their progress may be seen as they move from car to car until they reach the dining car and sit down. During embarking and disembarking at passenger stations, animated passengers could be shown moving from car-to-car to finally reach their seats or state rooms. Conductors may be seen moving from car-to-car checking tickets, turning down beds in state rooms, or filling wood or coal stoves in old style passenger cars, or helping passengers, etc. Also, entire stories may unfold within the length of the train including animated romances, altercations, train robberies, parties, dancing, murder mysteries, etc.
Sounds may be provided for each of these activities with an outside-the-car or inside-the-car perspective. Inside-the-car sounds may be transmitted to the operator or observer to fill in communication between passengers or to take on the perspective of one of the protagonists in a scenario to hear what the protagonist hears or says. Also, sound for any scenario may be stored at the controller or handheld unit and each animated sequence and lighting effect may then be triggered by a digital or analog command to kept the sound and sight coordinated. These triggers may also include train operation such as a passenger pulling the emergency cord to stop the train or the uncoupling of cars or car or a train wreck, etc. Other additions to passenger cars include smoke from the diner cars, from old style wood or coal stoves, or vented steam from modern steam heating systems on passenger cars.
These same principles may also be applied to crewmen in a caboose or locomotive or work train and any maintenance equipment. Animation may be accomplished by flat panel displays as described in the '142 patent or may be of a mechanical animation.
RQ enables a number of operational features as well:
Progressive Unloading: Entire groups of cars may be unloaded automatically all at once, or progressively from car-to-car using the car-to-car or bi-directional communication system. Progressive unloading may occur for stopped trains or while the train is moving. For instance, side dump cars on a stopped train may be unloaded one at a time to simulate an operator moving from car-to-car to activate the controls on each car. This type of action may be appropriate for dumping ballast at the side of the track, or for creating a fill in a ravine. Progressive unloading on a moving train may be appropriate for cars that intend to unload in one place, such as log cars that might be unloading their logs into a pond. In order to have each car unload in the exact same place, each car may calculate its position based on its speed and the length of each car, to know when to dump their load. As each car dumps, it may communicate this condition to the next car using car-to-car communication or bi-directional communication on the track, whereupon the next car may delay its unloading until it calculates that it is in the correct spot. If the speed is determined by a timing tape and optical reader, the number of bands on the timing tape may be counted as a more exact way to determine distance. The train may be made to stop for each car at the unloading place via bi-directional or car-to-car communication for more realistic operation. In the alternative, a proximity device may be located at the exact unloading place to do progressive unloading.
Progressive Loading: Filling any series of freight cars may involve moving the cars in place, waiting for each car to fill and then moving the train to position the next car, etc. However, since the loader is usually stationary at trackside, a track proximity transceiver may be the more efficient and accurate way to do this kind of operation by indicating to the locomotive via car-to-car and/or bi-directional communication when each car is positioned properly.
Cutting Out a Car or Group of cars: One of the advantages of car-to-car communication and train position ID numbers is that the operator may pre-program which car or group of cars are to be cut from the train. For instance, ID numbers may be assigned to each car or group of cars that are intended for a certain drop location. As the train approaches the drop location, an uncoupler command combined with the group ID number may first result in the last car in the group uncoupling from the trailing cars in the train. The next uncouple command may result in the first car in the group uncoupling from the rest of the train, leaving the group separated from the other cars. This last operation may be been done after the group is pushed onto a siding. Once the locomotives, and its trailing cars, have recoupled to the trailing cars left during the first uncouple operation, car-to-car communication may confirm that the operation is complete and reassign car position numbers in the train without affecting any other group numbers. The train is now ready to unload the next car or group of cars at the next drop location.
Hump Yard Operation: If cars have their own group ID number, it is easier to sort them out at hump yards using a track transceiver. As the first car passes the track transceiver, it reports the number of cars in that group and its intended destination. This information is sent to the central yard controller and turnouts are activated for that group. As the last car in that group passes the transceiver, its coupler opens to allow the group to move down the hump to the correct siding.
Also, if each car knows its real weight and can monitor its own speed, it may be possible to apply brakes in a way that allows a car or group of cars to slow the a correct amount to coast to the right distance onto the siding.
The terms and descriptions used herein are set forth by way of illustration only and are not meant as limitations. Those skilled in the art will recognize that many variations can be made to the details of the above-described embodiments without departing from the underlying principles of the invention. The scope of the invention should therefore be determined only by the following claims (and their equivalents) in which all terms are to be understood in their broadest reasonable sense. Note that elements recited in means-plus-function format are intended to be construed in accordance with 35 U.S.C. § 112 ¶6.
The methods disclosed herein comprise one or more steps or actions for performing the described method. The method steps and/or actions may be interchanged with one another. In other words, unless a specific order of steps or actions is required for proper operation of the embodiment, the order, and/or use of specific steps, and/or actions may be modified without departing from the scope of the disclosure as claimed.
The embodiments disclosed may include various steps, which may be embodied in machine-executable instructions to be executed by a general-purpose or special-purpose computer (or other electronic device). Alternatively, the steps may be performed by hardware components that contain specific logic for performing the steps, or by any combination of hardware, software, and/or firmware.
Embodiments of the present disclosure may also be provided as a computer program product including a machine-readable medium having stored thereon instructions that may be used to program a computer (or other electronic device) to perform processes described herein. The machine-readable medium may include, but is not limited to, floppy diskettes, optical disks, CD-ROMs, DVD-ROMs, ROMs, RAMs, EPROMs, EEPROMs, magnetic or optical cards, propagation media or other type of media/machine-readable medium suitable for storing electronic instructions. For example, instructions for performing described processes may be transferred from a remote computer (e.g., a server) to a requesting computer (e.g., a client) by way of data signals embodied in a carrier wave or other propagation medium via a communication link (e.g., wireless or wired network connections).
This application claims priority to U.S. Provisional Patent Application Ser. No. 60/695,600, entitled “Model Railroad Sound and Control System,” filed Jun. 30, 2005, which is herby incorporated by reference.
| Number | Date | Country | |
|---|---|---|---|
| 60695600 | Jun 2005 | US |
