BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to a model train system, or more particularly to a model train track for a model train having a plurality of track segments, where each track segment is configured to be easily connected, both physically and electrically, to two other track segments.
2. Description of Related Art
Model railroads, and model railroad tracks in particular, have been generally known for decades. In a typical model railroad system, a model train having an engine is provided. The model train engine includes an electrical motor that receives power from a voltage that is applied to the tracks. A transformer is used to apply the power to the tracks, while contacts (e.g., roller) on the bottom of the train, or metallic wheels of the train, pick up the applied power for the train motor. In a so-called conventional control model train system, the transformer controls the amplitude, and in a DC system, the polarity, of the voltage, thereby controlling the speed and direction of the train. In HO systems, the voltage is a DC voltage. In O-gauge systems, the track voltage is an AC voltage transformed by the transformer from 60 Hz, 120 volt AC line voltage provided by a standard wall socket, to a reduced AC voltage (e.g., 0-18 volts AC).
Over the course of time, model railroad systems have developed to include various railroad accessories to provide improved user control, increased features, and heightened levels of realism, which have converged to improve, generally, user satisfaction. One such area of development has been in the train track segments that make up the railroad system. Some so-called conventional model train track segments include roadbeds, while others do not. Track segments having roadbeds have increased the level of realism of the overall railroad layout in that the track segments mimic actual railroad tracks wherein the rails of the tracks are mounted on a roadbed, and in some instances, are elevated in relation to the area surrounding the track. Similarly, the roadbed in model train systems allows for the addition of cosmetic features, such as, for example, railroad ties that can be molded into the roadbed or otherwise affixed thereto.
Conventional model track segments having roadbeds are not without their disadvantages. For example, track segments having roadbeds can be more difficult to connect. This is because they not only require a physical connection, but an electrical connection as well. In other words, a traditional track segment having a roadbed generally includes a plurality of connectors on each end of the roadbed for connecting the roadbed to adjacent track segments. Such a segment will also utilize a plurality of pins for connecting rails on the roadbed to rails on adjacent track segments. While the connectors are used to physically connect and align the roadbed to adjacent roadbeds, the pins are used to both (i) physically connect and align and (ii) electrically connect the rails to rails on adjacent track segments, thereby providing electrical continuity across the entire model train track.
While such a model train system provides stability and functionality, it can be quite difficult to construct. For example, in order to assemble an entire model train track, the roadbeds are connected at exactly the same time as the rails. And given that the connectors are generally snap-fit connectors, and require a certain level of force to mate, pressure must be applied to adjacent track segments while ensuring proper alignment of the rails and insertion of the plurality of pins therebetween. This can be quite difficult, especially if the assembler is a child.
In light of the foregoing, there is a need for a model train track that is cheaper to construct and easier to assemble, without sacrificing durability and connectivity, both physical and electrical.
SUMMARY OF THE INVENTION
The present invention is directed to a model train system, or more particularly, a model train track having a plurality of track segments. In preferred embodiments of the present invention, each model track segment includes a roadbed, a plurality of rails, and a plurality of magnetic devices that are used to physically connect at least a first track segment with a second track segment.
In a first embodiment of the present invention, a first track segment includes two magnetic devices on each end of the segment. As two track segments (e.g., a first track segment and a second track segment) move close to one another, the attraction between the magnetic devices on the first segment and the magnetic devices on the second segment will not only pull the segments toward one another, but, once the two sections are connected, will maintain a physical connection therebetween until sufficient force is applied to overcome this attraction.
In another embodiment of the present invention, the first magnetic device on the first track segment is oriented differently from the second magnetic device. This may be accomplished during the manufacturing process, where the second magnetic device is flipped 180 degrees from the first magnetic device prior to installation. This is done to ensure that the pole present on the outermost surface of the second magnetic device (i.e., north or south) is the opposite of the pole present on the outermost surface of the first magnetic device. In other words, if a first end of the first magnetic device (i.e., the end facing the adjacent roadbed) is the south pole, then a first end of the second magnetic device (i.e., the end facing the adjacent roadbed) should be the north pole, and vice versa. This allows a track segment to be connected to an adjacent track segment regardless of how it is oriented (i.e., it can be rotated 180 degrees and will still mate with the same adjacent track segment).
In yet another embodiment of the present invention, the first magnetic device on the first track segment protrudes outward, toward the adjacent track segment, while the second magnetic device is recessed. By doing this, the magnetic devices, along with the surround roadbed material, function as keys, and can be used to ensure proper alignment between adjacent roadbeds, and adjacent corresponding rails. In other words, by positioning the first magnetic device on the roadbed so that it protrudes beyond the surround roadbed material, the device doubles as a male connector. Similarly, by positioning the second magnetic device on the roadbed so that it is recessed into the surrounding roadbed material, the device doubles as a female connector. If the adjacent track segment has similar, but opposite magnetic connectors, then the magnetic devices can be used to both maintain a physical connection between adjacent track segments (due to magnetic attraction) and to align the segments and the components thereof (e.g., rails, roadbed, etc.).
In other embodiments of the present invention, the first track segment may include dedicated keys or alignment portions, such as a protrusion (i.e., a male alignment portion), or a recess (i.e., a female alignment portion). These portions are used to align adjacent segments when they are being assembled, or physically connected by a user. These portions can be used, either alone or together with other alignment portions (like the ones discussed above) to ensure proper roadbed and/or rail alignment during assembly.
In other embodiments of the present invention, each track segment may also include a plurality of contacts for electrically connecting the rails on the segment to rails on adjacent segments. For example, a first roadbed may include a plurality of contacts, where a first contact is electrically connected to a first rail on top of the first roadbed, and the second contact is electrically connected to a second rail. Similarly, a second roadbed may include a plurality of contacts, where a first contact is electrically connected to a first rail on top of the second roadbed, and the second contact is electrically connected to a second rail. By pressing the two roadbeds together (i.e., physically connecting the first and second segments), the contacts ensure electrical continuity between the first and second rails on the first and second roadbeds. Thus, unlike the prior art, where pins are used to electrically connect corresponding rails, this embodiment uses contacts, where each contact is physically connected to an individual rail, and is configured to mate with a corresponding contact on an adjacent track segment.
Because each contact is preferable on an end of a roadbed, and each rail is on an upper surface, at least one conductive path or material is needed therebetween. For example, a first contact may be connected to a first rail via at least one electrically conductive path or material, which may or may not travel along an outer surface of the roadbed, and may or may not include at least one thru-hole (i.e., an electrical connection that travel through the roadbed).
To ensure sufficient electrical continuity between adjacent track segment, it is preferable that the contact include a spring or exhibit spring-like properties. For example, the contact, itself, should be biased away from the segment, and move (or flex) toward the segment upon engagement with a corresponding contact in an adjacent track segment. It is this “flexing,” or spring-like behavior, that ensures sufficient electrical continuity from one track segment to another. In other words, by biasing each contact outward, where the contact retracts when pressed against a corresponding contact that is similarly biased, a force (i.e., spring force) is created that ensures sufficient electrical continuity between the two track segments. This can be created using an actual spring (e.g., a coil spring, compression spring, torsion spring, etc.) or a material that has spring like properties (e.g., a metal leaf spring, etc.).
A more complete understanding of the model track system will be afforded to those skilled in the art, as well as a realization of additional advantages and objects thereof, by a consideration of the following detailed description of the preferred embodiment. Reference will be made to the appended sheets of drawings, which will first be described briefly.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 illustrates a model train system comprising a model train and a model train track;
FIG. 2 shows prior art model track segments, where a plurality of snap-fit connectors are used to physically connector adjacent roadbeds, and a plurality of pins are used to physically and electrically connect corresponding rails on said adjacent roadbeds;
FIGS. 3A, 3B, and 3C provide different views of model track segments in accordance with one embodiment of the present invention, including a first track segment and a second track segment;
FIGS. 4A and 4B show different views of the second track segment illustrated in FIG. 3A;
FIGS. 5A and 5B show different view of the first track segment illustrated in FIG. 3A; FIG. 6 shows a disassembled view of the first and second track segments illustrated in FIG. 3A;
FIGS. 7 and 8 provide different views of a model track segment in accordance with another embodiment of the present invention;
FIGS. 9A and 9B illustrate different ways in which electrical contacts on a model track segment can be biased outward, and allowed to move inward when adjacent track segments are being assembled;
FIG. 10 illustrates one embodiment of the present invention in which electrical contacts are included in or together with alignment portions, which may include a protrusion (e.g., a male connector) and a recess (e.g., a female connector);
FIG. 11 illustrates another embodiment of the present invention in which magnetic devices are included in or together with alignment portions, which may include a protrusion (e.g., a male connector) and a recess (e.g., a female connector);
FIGS. 12A-C illustrate, by way of example, various method of electrically connecting a contact, which resides on an end of a roadbed, and a rail, which resides on a top surface of a roadbed.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The present invention relates to model train systems, and in particular, to a model train track having a plurality of track segments. It should be appreciated that while the present invention is described herein in terms of a model train track, or individual train track segments thereof, the present invention is not so limited. For example, the invention could be used in conjunction with any model vehicle, including, but not limited to, model cars, trucks, or the like, traveling along a defined route (e.g., a race track, etc.).
As shown in FIG. 1, a model train system 100 generally comprises a model train 120, which may include one or more model train engine and/or model train car, and a model train track 110 that includes a plurality of train track segments, e.g., a first track segment 110a, a second track segment 110b, a third track segment 110c, etc.
FIG. 2 shows traditional track segments that are configured to mate, both physically and electrically, with one another. Traditionally, a track segment 10 would include two outer rail segments 12, 14, one intermediate rail segment 16, and a roadbed 18. Rail segments 12, 14, 16 are mounted longitudinally on the roadbed 18 in a spaced apart manner such that the wheels (not shown) of a train can run along the outer rail segments 12,14 and a power roller or contact (not shown) can run along the intermediate rail segment 16. Rail segments 12, 14, 16 having first and second ends, are positioned on top of the roadbed 18 and are preferably mechanically connected to the roadbed 18. The elongate intermediate rail segment 16 is interposed between the outer rail segments 12, 14. Each of the rail segments 12, 14, 16 have a substantially U-shaped hollow cross-section 34 with a substantially flat surface 36.
FIG. 2 shows the ends of two track segments 10, 10′ as each would appear prior to assembly with one another. Outer pins 26, 26′ and intermediate pins 28, 28′ are preferably preassembled in each track segment 10, 10′ prior to connecting the track segments 10 and 10′ together. The outer pins 26, 26′ are used to mechanically and electrically connect the outer rail segments 12, 14 together with adjacent outer rail segments 12′, 14′ that have been assembled to an adjacent track segment 10′. Similarly, the intermediate pins 28, 28′ are used to connect intermediate rail segment 16 with adjacent rail segment 16′ for establishing a mechanical and an electrical link. The pins 26, 28 are preassembled and oriented with the rail segments 12, 14, 16 in a manner that allows any combination of straight and curved track segments to be assembled together without moving pins around to different locations.
The first outer pin 26 is engaged with the first end 38 of the first outer rail segment 12, and the second end 40 of the first outer rail 12 is adaptable for receiving an outer pin 26′ that has been preassembled in an adjacent outer rail segment 12′ on an adjacent track segment 10′. The second outer rail 14 has an outer pin 26 preassembled in the second end 40 thereof. The first end 38 of the second outer rail 14 is adaptable for receiving the outer pin 26′ that has been preassembled in the adjacent rail segment 10′. The intermediate rail segment 16 has the intermediate pin 28 preassembled in both the first and second ends 38, 40 thereof. Each intermediate rail end 38, 40 is adaptable for receiving a second intermediate pin 28′ that has been preassembled in an adjacent rail segment 16′. The second intermediate pins 28′ are slidingly engageable with each preassembled intermediate pin 28 in rail segment 16.
There is at least one snap-fit connection on each track segment end. The snap-fit connection includes a male member 24 and a complementary female member 22 for snapping together and connecting adjacent track segments 10, 10′. The snap-fit connectors 22, 24 are used for removably attaching adjacent track segments 10, 10′ with respect to the interlocking portions of the complementary male 24 and female 22 members. The male member 24 is substantially cylindrical in shape and positioned on the end of the roadbed 18 for snap locking into the corresponding female member 22 on an adjacent roadbed segment 18. The female member 22 has a substantially internally reversed pattern relative to the male member 24. As discussed above, track segments like this can be difficult and costly to manufacture. They can also be difficult to assemble and disassemble, especially by a child.
The present invention overcomes theses drawback by providing a model track that is easier (and cheaper) to manufacture, and easier to assemble and disassemble. A first embodiment of the present invention is shown in FIGS. 3A-6. Unlike the prior art, this embodiment does not require snap-fit connections or pins for physically and/or electrically connecting adjacent track segments. Instead, it uses alignment portions (e.g., keys) 340, 350 to align track segments, magnet devices, (e.g., permanent magnets, etc.) 310a, 310b, 310c, 310d to aid and maintain a physical connection between track segments, and contacts (e.g., spring-loaded contacts, etc.) 360 to maintain electrical continuity between track segments. In accordance with this embodiment, as shown in FIGS. 3A, each track segment (e.g., 110a, 110b) includes a roadbed 116 and a plurality of rails 112, 114, as in the prior art. However, the manner that the track segments (e.g., 110a, 110b) are connected, both physically and electrically, is different. For example, as shown in FIG. 3C, a plurality of magnetic devices (e.g., 310a, 310b, 310c, 310d) are used to aid in physically connecting and/or maintain a physical connection between adjacent track segments.
In particular, as shown in FIGS. 5A and 5B, a first track segment 110a may include two magnetic devices 310a, 310b. As shown in FIGS. 4A and 4B, a second track segment 110b may also include two magnetic devices 310c, 310d. As the two track segments 110a, 110b are moved close to one another (see, e.g., FIG. 6), the attraction between the magnetic devices on the first segment (e.g., 310a, 310b) and the magnetic devices on the second segment (e.g., 310c, 310d) will not only pull the segments toward one another, but will maintain a physical connection between the segments until sufficient force is applied to overcome the attraction between the magnetic devices (see, e.g., FIG. 3C). Those skilled in the art will understand that the force necessary to separate the segments is dependent on several factors, including magnet size and magnet location (e.g., the larger the magnets and the closer the magnets are to the end of the segment, the greater the attractive force).
It should be appreciated that the present invention is not limited to the number, location, and/or arrangement of magnetic devices illustrated in FIGS. 3C-6. For example, in this embodiment, there are two magnetic devices on each end of each segment. It should be appreciated, however, that a track segment with fewer or additional magnetic devices is within the spirit and scope of the present invention. While fewer magnetic devices (e.g., one per end) may simplify the design and cost of each track segment, additional magnetic devices will increase the attractive force, and therefore the stability of the assembled track.
Similarly, while this embodiment shows that the magnetic devices are exposed, other locations for the magnetic devices are within the spirit and scope of the present invention. For example, as shown in FIGS. 7 and 8, the magnetic devices may be fully or partially encapsulated (or otherwise secured) inside the roadbed, thereby preventing (or minimizing the risk of) the devices from being removed from (or accidently falling off) the roadbed. This is especially important in model train systems being operated by children, as small objects are known to be choking hazards.
This embodiment also shows that the first magnetic device (e.g., 310a, 310c) is oriented differently from the second magnetic device (e.g., 310b, 310d). For example, as shown in FIG. 3C, the second magnetic device (e.g., 310b, 310d) is flipped (180 degrees) from the first magnetic device (e.g., 310a, 310c) prior to installation. This can also be seen in the embodiment depicted in FIG. 7. This ensures that whatever pole is present on the outermost surface of the second magnetic device (i.e., north or south), it is the opposite of that presented on the outermost surface of the first magnetic device. Thus, if a first end of the first magnetic device (i.e., the end facing the adjacent roadbed) is south, then a first end of the second magnetic device (i.e., the end facing the adjacent roadbed) is north, and vice versa. While the present invention is not limited to this orientation, it does allow a track segment to be connected to an adjacent track segment regardless of how it is oriented (i.e., it can be rotated 180 degrees and will still mate with the same adjacent track segment).
By way of another example, as shown in FIGS. 3C, 5A, and 5B, the first end of the first magnetic device 310a on the first track segment 110a protrudes outward, toward the adjacent track segment, while the first end of the second magnetic device 310b on the first track segment 110a is recessed. By doing this, the magnetic devices, along with the surround roadbed materials, further act as keys, and can be used to ensure proper alignment between adjacent roadbeds, and adjacent corresponding rails. Alignment of the rails being especially important when pins are not being used to connect individual rails together, as done in the prior art. In other words, by allowing the first end of a magnetic device to protrude beyond the surround roadbed material (see, e.g., 310a, 310d), the device doubles as a male connector. Similarly, by recessing the first end of a magnetic device into the surrounding roadbed material (see, e.g., 310b, 310c), the device doubles as a female connector. This allows the magnetic devices to not only maintain a physical connection between adjacent track segments, but to align the segments and the components thereof (e.g., rails, roadbed, etc.). With that being said, it should be appreciated, however, that merely using a magnetic device to maintain a physical connection (e.g., providing no alignment function) is within the spirit and scope of the present invention.
The magnetic features discussed above, with respect to the first track segment 110a, may also be present in the second track segment 110b. This can be seen in FIGS. 4A and 4B. For example, the second track segment 110b may include two magnetic devices 310c, 310d, where the first end of the first magnetic device 310c is recessed into the surrounding roadbed material (acting as a female connector), and the first end of the second magnetic device 310d protrudes beyond the surrounding roadbed material (acting as a male connector), and has a pole that is opposite that of the first end of the first magnetic device 310c. This would allow the magnetic devices to physically secure the first and second track segments 110a, 110b together (or maintain a physical connection), and to align the first and second track segments and the components thereof (e.g., rails, roadbed, etc.). This can be seen, for example, in FIGS. 3C and 6.
As shown in FIG. 3C, the track segment may further include dedicated keys or alignment portions 340, 350, such as a protrusion (i.e., a male alignment portion), or a recess (i.e., a female alignment portion). These portions are used to align adjacent segments when they are being assembled, or physically connected. For example, as shown in FIGS. 5A, 5B, the first track segment 110a may include a protrusion or male alignment portion 340a and a recess or female alignment portion 350a. As shown in FIGS. 4A, 4B, the second track segment 110b may include corresponding (but opposite) portions, including a recess or female alignment portion 350b and a protrusion or male alignment portion 340b.
It should be appreciated that each roadbed may be molded to include these portions (i.e., the alignment portions are integral to the roadbed) (as shown), or they may be added as separate components during assembly (not shown). It should also be appreciated that the present invention is not limited to the alignment portions shown in FIGS. 3C-6. For example, a track segment that includes fewer alignment portions, additional alignment portions, or different alignment portions (e.g., different shapes other than male, female). Similarly, a track segment may have dedicated alignment devices (e.g., 340, 350), alignment devices with multiple functionalities (e.g., 330a, 330b, 330c, 310d), or a combination of the two. Alternatively, a track segment with no alignment devices, relying on a user to align the segments during assembly, is also within the spirit and scope of the present invention.
As shown in FIG. 3C, the track segment may also include a plurality of contacts 360 for electrically connecting a first rail on the first track segment 110a with a first rail on the second track segment 110b, and for electrically connecting a second rail on the first track segment 110a with a second rail on the second track segment 110b. For example, as shown in FIGS. 5A, 5B, the first track segment 110a may include a plurality of contacts 360a. And, as shown in FIGS. 4A, 4B, the second track segment 110b may include a plurality of contacts 360b. The purpose of these contacts is to electrically connect corresponding rails on adjacent track segments. See, e.g., FIG. 6 at 660. Thus, unlike the prior art, where pins are used to physically and electrically connect corresponding rails, this embodiment of the present invention uses contacts, where each contact is physically connected to an individual rail.
It should be appreciated that the while the actual “contact” is a point of electrical connection between adjacent track segments, the term is used herein to include not only that portion, but other portions between the contact, itself, and the rail to which it is electrically connected, including any biasing element (e.g., spring, etc.), and/or a conductive path or material therebetween. For example, in FIG. 7, while 352a is the actual contact, the term may also be used in its broader sense (e.g., in the claims) also to include the conductive path or material 352c and the thru-hole 352d. Similarly, in FIG. 10, while 352b is the actual contact, the term may also be used in its broader sense (e.g., in the claims) to include the conductive path or material 352c and the spring therebetween 352d.
Back to the foregoing embodiment, as shown in FIG. 3C, the first track segment 110a may include a first contact 320a, which is connected to a first rail (see FIG. 3A at 112) on the first track segment 110a via thru-hole 330a, and a second contact 320b, which is connected to a second rail (see FIG. 3A at 114) on the first track segment 110a via thru-hole 330b. Similarly, the second track segment 110b may include a first contact 320c, which is connected to a first rail (see FIG. 3A) on the second track segment 110b via thru-hole 330c, and the second contact 320d, which is connected to a second rail (see FIG. 3A) on the second track segment 110b via thru-hole 330d. This is similar to FIG. 7, where the track segment includes a plurality of contacts (e.g., 352a, 352b, 354a, 354b) that are connected to a plurality of rails (not shown) via a plurality of conductive paths or materials (e.g., 352c, 354c) and a plurality of thru-holes (e.g., 352d, 354d).
It should be appreciated that the present invention is not limited to use of a thru-hole to connect a contact to a rail. For example, an electrically conductive path or material (e.g., metal wire, metal trace, etc.) that is partially or fully encapsulated within the roadbed and/or routed along an outer surface of the roadbed, is within the spirit and scope of the present invention. Examples of this are provided in FIGS. 12A-C. In FIG. 12A, an electrically conductive path/material 1162 is encapsulated (or travels through a channel) within the roadbed 1110, and is used to electrically connect a rail 1112 to a contact 1160. In FIG. 12B, the electrically conductive path/material 1162 travels through a thru-hole within the roadbed 1110 and along outer surfaces of the roadbed 1110, and is used to electrically connect the rail 1112 to the contact 1160. And in FIG. 12C, the electrically conductive path/material 1162 travels along an outer surface of the roadbed 1110, and is used to electrically connect the rail 1112 to the contact 1160.
It should also be appreciated that while the drawings show two electrical contacts per end of each segment, the present invention is not so limited. For example, when contacts are being used (exclusively) to electrically connect corresponding rails on adjacent segments, if there are three rails on a track segment, then there may be three contacts on each end of the segment. However, in embodiments when pins (as used in the prior art) is used (at least partially) to electrically connect corresponding rails, there may be fewer, and in some instances zero, contacts per segment end.
As shown in FIGS. 5A-5B, an exposed end of each contact (e.g., 360a) (i.e., the end closest to the adjacent segment) angles away from roadbed, and is configured to flex upon engagement with a corresponding contact in the adjacent segment (e.g., 360b). It is this flexing, or spring-like behavior, that ensures sufficient electrical continuity from one track segment to another. In other words, by biasing each contact outward, where the contact retracts when pressed against a corresponding contact that is similarly biased (see FIG. 3C at 360), a force (i.e., spring force) is created that ensures sufficient electrical continuity between the two track segments.
It should be appreciated that the present invention is not limited to contacts that include springs, or exhibit spring-like properties, and that other design choices can be used to ensure sufficient electrical continuity. It should also be appreciated that in embodiments involving springs, or materials having spring-like properties, the present invention is not limited to any particular design. For example, a contact (broad sense) that includes at least one leaf spring, coil spring, compression spring, torsion spring, or any other spring or material having spring-like properties known to those skilled in the art, is within the spirit and scope of the present invention.
For example, as shown in FIG. 9A, a first track segment may include a first contact 352b electrically connected via 352c to a first rail (not shown) and a second contact 354b electrically connected via 354c to a second rail (not shown), where the contact itself (narrows sense) has spring-like properties (e.g., doubles as a leaf spring). By way of another example, as shown in FIG. 9B, the first track segment may further include first and second spring 352d, 354d, biasing, respectively, the first and second contacts 352b, 354b outward, toward the adjacent track segment.
Referring back to FIG. 3C, a track segment in accordance with this embodiment may include a plurality of magnetic devices (e.g., 310a, 310b, 310c, 310d), a plurality of alignment portions (e.g., 340, 350), and a plurality of contacts (e.g., 360). As discussed above, other embodiments may include fewer or additional features. For example, a track segment that uses snap-fit connectors (as used in the prior art) instead of magnetic devices, or pins (as used in the prior art) instead of contacts, is within the spirit and scope of the present invention. However, embodiments were certain features are combined are also within the spirit and scope of the present invention.
For example, as shown in FIG. 10, the contacts may be positioned or located inside or within an alignment portion, allowing a single portion of the roadbed to both align and electrically connect adjacent track segments. In this embodiment, a track segment 110a (or roadbed portion thereof) may be molded to include a male connector 1000 that includes a plurality of contacts 352b, 354b, which may be biased outward (e.g., via springs 352d, 354d), and connected to corresponding rails (not shown) (e.g., via conductive paths/materials 352c, 354c). Similarly, an adjacent track segment 110a′ (or roadbed portion thereof) may be molded to include a female connector 1000′ that includes a plurality of contacts 352b′, 354b′, which may be biased outward (e.g., via springs 352d′, 354d′), and connected to corresponding rails (not shown) (e.g., via conductive paths/materials 352c′, 354c′). This allows a user to align and electrically connect adjacent track segments by merely mating the male and female connectors 1000, 1000′.
By way of another example, as shown in FIG. 11, the magnets may be positioned or located inside or within an alignment portion, allowing a single portion of the roadbed to both align and physically connect adjacent track segments. In this embodiment, a track segment 110a (or roadbed portion thereof) may be molded to include a male connector 1100 that includes a first magnetic device 310c, and an adjacent track segment 110b (or roadbed portion thereof) may be molded to include a female connector 1100′ that includes a second (and oppositely oriented) magnetic device 310c′. This allows a user to align and physically connect adjacent track segments by merely mating the male and female connectors 1000, 1000′.
While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not to be limited to the disclosed embodiments but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims, which scope is to be accorded the broadest interpretation so as to encompass all such modifications and equivalent structures as is permitted under the law.
Patent Application
20200298135
