DD227614A1 - CONTROL SYSTEM FOR MODEL VEHICLES, ESPECIALLY FOR MODEL VEHICLES OPERATING ELECTRIC POWERED TRUCKS - Google Patents

Abstract

The invention relates to a control system for model vehicles, which can be used anywhere where locally or functionally separate information receivers are to be connected via a minimum number of transmission channels with central information transmitters. The aim of the invention and task is to provide a control system, which allows the prototypical operation of several autonomously controlled vehicles and accessories of a model railway system, the wiring complexity by consistent use of modern Informationsuebertragungsmittel is minimal and by train structure of the overall system in modules a gradual Structure of the control system is given. The invention is characterized in that using binary-encoded, time-division-transmitted command words having an address and a data part, several objects that draw their power from an operating voltage can be operated independently of each other on a track system, where on the same system also Objects can be controlled by conventional technology. The invention finds application in the toy industry in model railway systems such. B. model railway or model highway systems.

Description

Field of application of the invention

The invention relates to a control system for model vehicles - in particular for operated on track systems electric model vehicles.

The application of the control system for model vehicles is particularly suitable for model railway systems - this can, for. Example, be model railroad or model highway systems - on which independently of each other located on a rail network or track-like road network, vehicles and stationary built accessories are to be controlled. Further possible applications of the invention exist wherever locally or functionally separate information receivers are to be connected via a minimum number of transmission channels to central information transmitters.

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Characteristic of the known technical solutions

It is known that on the rail network of a model railway system and other information transmission channels such. As infrared, ultrasonic or high frequency channels control signals are transmitted to the on-site vehicles such that several vehicles with respect to direction and speed and other additional functions such as domes, decoupling, lighting, noise generation, etc. are independently controllable. Various frequency division multiplexing methods are used to transmit the control signals, the control variables being assigned one channel or one frequency each. The objects to be controlled contain frequency discriminators which respond on receipt of the associated frequency, decode the signal and initiate the desired control function.

According to DE-OS 2846801 and DE-OS 3013810 it is already known to carry out the transmission of the control signals over only one information channel digitally by different time division multiplexing. In this case, binary code-coded command words are sent by a control center, which usually consist of one address and one data part each. In this case, on the one hand, single-address command words are sent out, which contain data for only one control object at a time or, for another, address-addressed command words which contain data for all control objects located in the control section. The receivers of such control systems recognize the single and aggregate addressed instruction words. The control data contained in the command words are cached, decoded and executed precisely when the detected individual address matches the preprogrammed address of the control object or when a collective address is recognized and at the same time ready to receive.

Furthermore, a control system is known which dispenses with the transmission of a collective addressed command word. Instead, a single bit is added to the individually addressed command word, which signals the states "drive" and "stop". The control of the travel speed is achieved in that this single bit variable frequency between "drive" and "stop" is switched, this bit directly controls the engine and the integrating effect of a speed change is achieved.

The transmission of the control commands by digital methods is in principle also suitable for the control of the stationary accessories of a model railway layout.

The transmission of the supply voltage for the objects to be controlled and the transmission of command words can be done together on the rail network, possibly involving a catenary, the model railway system. The known frequency-division multiplex control systems have the disadvantages that each information channel requires a tunable frequency discriminator, that the circuit structure is integrated by the use of balancing elements that for technical and telecommunications reasons, the number of usable information channels is severely limited and does not meet the requirements of a modern control System is enough. The hitherto known time-division control systems with individual and Sammeladressierten command words have the disadvantages that a high circuit complexity for the formation of a sammeladressierten command in the control center is necessary because one hand, single-address commands for the entire system may apply, so are not subject to additional restrictions On the other hand, however, the collective addressed commands, for example, in block mode apply to all entering the block section vehicles, the validity is limited to the respective block section, however, additional information from the preceding and subsequent block section must be used to form a prototypical control command, So that a separation of the work of the control center is required in two working modes, for their realization {in particular of the collective addressed Blockstellenbetriebes) a V The number of additional information lines between the control center and all block sections is necessary.

The also known time-division digital control system, which uses only one attached single bit as a collective bit, has the disadvantage that it can not use the possibilities of a multi-bit composite command (eg in the case of model block-block operation), because this single bit only for Stopping the vehicle in the locked block is used, the model but also the operation "passage through the block section at reduced speed" knows that while it contains the proposal to bridge the just mentioned disadvantage such that the said common bit with a certain frequency a and is turned off and so in immediate control of the vehicle engine, a speed reduction without standstill is possible, but that this proposal requires an unwanted mixing of digital and analog circuit principles and that this proposal set technical and telecommunications limits are, which limit its effect considerably.

Common disadvantages of all known digital time division multiplex control systems are that they use a linear distribution of the voltage levels or duty ratios for driving the control motors, although these motors always have a non-linear speed voltage / duty cycle relationship that they are no solutions for a Exemplary driving behavior, ie delayed acceleration and deceleration of the motors when actuated with pulsed voltages, contain that they do not use modern principles that are used in microelectronic information processing units for significant performance increase.

Object of the invention

The aim of the invention is preferably to create a control system for the operator of model railway systems, which reduces or eliminates the criticized deficiencies of previously known control systems, thus allowing a largely prototypical operation of the system and thus simultaneously by consistent use of microelectronic means and the use of modern data processing principles to achieve high flexibility and mobility of the system with maximum reduction of wiring costs. The aim of the invention is further to enable an economically meaningful, stepwise construction of the control system by dissecting the entire system in modules.

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Essence of the invention

The invention has for its object to control several objects independently of each other, which objects may preferably be the vehicles and accessories of a model railway installation, using preferably a single power supply rail, which on the one hand ensures the control command transmission to improve the known digital time division multiplex control systems such that the wiring costs are reduced and the possibilities are extended for the influence of stationary accessories on the in-service vehicles that the acceleration and braking phase of the vehicles is exemplary model designed and the control options of the traction motors with minimal command space optimally designed that if necessary the Information throughput in the control system is increased by modern data processing principles that, if necessary, the address space can be extended, the. to address the objects to be controlled is available, and that through meaningful dissection of the overall control system in subcomponents and modules an always optimal and economically meaningful adaptation between the task and the possibilities of the control system can be achieved.

According to the invention, this object is achieved in that conventionally constructed model vehicles are operated in a conventional manner on a rail network with variable in magnitude and variability direct current, this DC is superimposed on an AC voltage of the higher LF range, which serve to power the inventively equipped model vehicles and accessories is that these two voltages continue to control the model vehicles and accessories binary-coded command words are impressed, which are sent by the control centers multi-train control or accessory control time-multiplex that these command words have an address and a data part, said address and data share together as a single command word can be sent out and these command words are then separated by a suitable synchronization from each other, that these command words preferably have a preceding group bit if the di Command words should serve to control model vehicles; and that a defined value of this collective bit the accessory articles (preferably the signals) gives the opportunity to change the data bit following the collective bit, for example, to make the driving behavior of the model vehicles independent of the commands of the control center multi-train control signal image dependent, but that these address and Data parts of the command words can be sent separately in time, which can be used to increase the data throughput by temporally nesting the command receiver necessary for data backup and data processing in the receivers response time.

According to the invention, the command receivers of the model vehicles and the accessory articles have a data backup system; furthermore, they check the relevance of the transmitted data for each command dispatch, whereby these data are taken over into an internal memory, then decoded and finally used to control the required functions. The relevance of the data is determined, either by recognizing a collective address valid for all or for a group of the objects to be controlled, or by recognizing the individual address. According to the invention, the command receivers of the accessories are designed to handle, on the one hand, the commands originating from the accessory control unit but, on the other hand, to include additional information about the state of adjacent accessories, preferably signals or points, as well as hard-coded data into the controller, from that receiver both the associated accessory (eg signal) is controlled and model vehicles can be influenced, provided that these model vehicles are in a part belonging to the accessory track section, which is not supplied with commands from the control center multi-train control and provided via a corresponding command the Control of these vehicles in the isolated track section by the accessory was actually made possible. For the purpose of controlling the model vehicles located in the associated track section, the command receivers accessory control devices can be connected, which can either subsequently change the individually addressed commands according to the accessory (eg signal image) or make this control via a collective addressing. Furthermore, the accessory control receivers may include means for controlling the transfer of information about the applicable accessory level to adjacent receivers, and thus preferably for automated block operation.

According to the speed of the model vehicles is controlled such that the supply voltage of the operating motors is clocked by the receiver multi-train control according to the control command. By a suitable synchronization between the AC voltage supply for the vehicle engines on the one hand and the system clock of the multiple train control on the other hand can be achieved that this AC voltage can be used directly and without prior rectification and smoothing the vehicle engine drive. When operating the vehicle engines with a pulsed alternating (or DC) voltage corresponds to the duty cycle (here defined as the quotient of pulse duration to pause duration) of the vehicle speed, while the vehicle standstill applies to the duty cycle zero and for the duty cycle infinity the vehicle maximum speed.

According to the invention, the duty cycle is changed in discrete, preferably constant stages, wherein the transition between the stages is made by a delay circuit so slowly that the model vehicles are given a prototypical starting and braking behavior. The number of duty cycle stages can be set greater than can actually be selected by means of a control command, wherein a transcoding nevertheless makes it possible to unambiguously match the commanded speed step with the associated duty cycle. This measure allows in particular the functionally desired adaptation between the linearly distributed speed levels of the control commands on the one hand and the non-linear relationship between duty cycle and engine speed on the other hand, this further creates a possibility, on the one hand, the full speed range, on the other a limited speed range with the same number of To control speed levels, which corresponds to a switchability between "normal" and "fine ride".

According to the invention the instruction set of the multi-train control includes a way to achieve an emergency (quick) stop the controlled vehicles, bypassing the prototypical braking process.

According to the direction of the change of direction of the model vehicles is carried out by changing the switched or locked branches of a full bridge, in the diagonal branch of the vehicle engine is, with a command to change direction can only be effective after reaching the vehicle stop.

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embodiment

The invention will be explained in more detail below using an exemplary embodiment. The accompanying drawings show:

Fig. 1: Schematic representation of possible circuit arrangements on a model railway system Fig.2: Block diagram of a control center multi-train control and control center accessory control; Exemplary embodiment 1 FIG. 3: Data sub-transmitter of a control center multiple-train control

Fig.4: Data sub-transmitter of a control center accessory control

Fig. 5: transmitting unit of a control center multi-train control and a control center accessory control; embodiment

Fig.6: Command unit of a control center multi-train control; Embodiment 2 Fig. 7: Command unit of a control center Accessory control; Exemplary embodiment 2 FIG. 8: End stage type 1 FIG. 9: End stage type 2

10 is a block diagram of an accessory receiver; Embodiment 1 Fig. 11: Block diagram of an accessory receiver; Embodiment 2 Fig. 12: Block diagram of a vehicle receiver; Embodiment 1 FIG. 13: Cruise control according to FIG. 12

Fig. 14: Block diagram of receiver multi-train control; Embodiment 2 Referring to FIG. 1, POSITION-ORIENTED vehicle control is possible such that

1. Conventional control devices kSg feed into associated sections of the track system their control information to each located in the served track section vehicles, so that mostly the transmission of operating energy and control information (vehicle direction and speed) together in the form of a controllable DC voltage (two-wire DC system), and that

2. Conventional accessory control transmitter kZs in conjunction with conventional accessories kZ and possibly existing additional electronics ZE certain sections of the model railway system and other accessories Si, such as signals, switches and timers are controlled so that a largely prototypical operation of the model railway system is made possible.

Next, according to FIG. 1, an IDENTITY-ORIENTED, ie vehicle-related influence is possible in that vehicle-specific information is sent to the entire plant system by the control center multi-train control SZMZS according to the invention. This information is selected by the existing in the vehicles receiver multi-train control EMZS and executed only by the respective actually addressed vehicles.

The control center SZMZS multiple-train control can be connected to the rail network via power amplifiers ES 1, ES 2. One of the power amplifiers ES 2 is distinguished from the other ES 1 in that continue the conventional driving is possible, so there is a backward compatibility.

The same principle is used to control the accessories. It is possible that the receiver accessories ESZ receive their information on the same information path as the controlled by means of control unit multi-train SZMZS vehicles, so on the track network from the associated control unit accessory control SZZS, but also for the purpose of expanding the address space, the establishment of further, from the rail network independent information paths (eg in the form of buses, ring or star lines) is possible.

The receiver accessories EZS are constructed such that on the one hand process the issued by the control unit accessory control SZZS commands, on the other hand also take into account information from track sections, additional electronics ZE, from adjacent accessories Si; as well as hard-wired or programmable logic.

The linkage of this amount of information controls on the one hand to the receiver accessories EZS associated with accessories Si, on the other hand, but also the control of a vehicle is possible in the belonging to accessory Si decentralized control transmitter multi-train control DSMZS, the only a limited track section with control information to that in the track section vehicle is powered. The prerequisite for this type of control is that a control command was used to allow the reaction to collective addressed commands. If this control command is not given, the model vehicle ignores the sammeiadressierten commands in the accessory section Si belonging track section and is still controlled identity related. This measure realizes the optional use of identity-related or position-related control required for prototypical driving operation - this technique is preferably used in the signal-image-dependent control of model vehicles and in the automatic block diagram including wrong-way operation or signal-independent shunting operation.

2 shows in an embodiment of a constructed according to FIG. 1 control center multi-train control SZMZS and a control center accessory control SZZS, as a command word, a 15-bit word is used and the last bit (bit 15) of the command word is preferably used for synchronization.

Pulse-duration modulation is used for pulse coding. If the bitmap T is assigned, in the exemplary embodiment of the binary information "0" a pulse duration T _D = Vs χ T and the binary information "I" a pulse duration T ₀ of ¹ Iz χ Τ are assigned. For the synchronization bit, the pulse duration T ₀ = O. The pulse encoding used has advantages with respect to a relatively low circuit complexity in the renewed change in the command words after leaving the control center multi-train control SZMZS and in the suppression of interference, due to the occurring in the field of model railway installation a variety of short-term contact interruptions is of particular importance.

Each command word transmitted by the SZMZS control center has the following structure:

I.Bit:

Collect bit Sb

Address part. This means that a maximum of 32 vehicles can be controlled independently of each other.

7th bit: light L

8th bit: additional function 1 Zf I

10th bit: direction of travel V / R

Additional function 2 Zf 2 12.-14. Bit:

Travel speed Fg. 7 speed levels are available in each direction of travel and one level for standstill.

synchronization

Bits 11-14 can receive new information from the accessory receivers when the group bit is set. The command words sent by the control unit accessory control SZZS have the following structure in the exemplary embodiment:

Address part. This means that 512 accessory receivers can be controlled independently of each other.

Definition of the control type. Bit 10 determines whether the accessory receiver should or should not make a change to the command words depending on its current information on group bit set in vehicles. Bit 11 determines whether the current information of the accessory receiver is obtained from the data part of the control unit accessory control SZZS or by evaluation of externally applied information, which are preferably obtained from the accessories Si, the additional electronics ZE and the fixed commands FB. The control mode can also be defined by a hardwired FS.

This is advantageous if no control unit accessory control SZZS is available, or for accessories ZB no address is provided.

These bits switch output gates provided for the elements Si to be controlled. Depending on the selected type of control, the output ports can also be controlled by the accessories Si, the additional electronics ZE and the fixed commands FB. Moreover, depending on the state of these two bits and bit 10, when the group bit is set, parts of the command words sent by the control center multi-train controller SZMZS or another accessory ZB are redefined in the decentralized exciter control DSZMS.

Additional function Zf. This can preferably be interconnected with the additional function Zf 2 to z. B. trigger a noise.

Synchronization. The pulses supplied by a generator R are processed in a timing control Zas such that they control the address counter Az, which in turn actuates the data divider DtG associated with the address. In the multiplexer MPX, the address part, the data part and the synchronization bit are combined. The resulting command word is transmitted pulse-coded.

In the embodiment, the timing frame is set so that the control center multi-train control SZMZS and the control center accessory control SZZS sequentially send out all command words, while in a modification of the embodiment of the time frame is set such that only the command words are sent in their data parts required a change becomes.

3 shows in an exemplary embodiment a data sub-transmitter DtG of the control center multiple-train control SZMZS shown in FIG. In it is first decoded in a 5-bit decoder supplied by the address counter Az address Adec, the address belonging to the control panel Fn (n = 1 ... 32) and connected to the multiplexer MPX. In the control panel Fn the data part of the command word is formed. The forced stop ZSt can also be triggered centrally in the data sub-transmitter DtG for all vehicles provided with a vehicle receiver.

4 shows, in one embodiment, a data sub-transmitter DtG of the accessory control center SZZS shown in FIG. 2, which contains a 9-bit address decoder Adec and may include control panels Zn (η = 1 ... 512). The controllers are used to define control mode Sa, accessory information Zi and the additional function Zf for the associated accessory receiver.

Fig. 5 shows in a second embodiment, the block diagram of a built according to FIG. 1 control center multi-train control SZMZS and control center accessory control SZZS, being used as command words each have a 7-bit address word and a 7-bit data word, the time clearly separated from each other become.

In adaptation to a circuit system which has been developed for the infrared or ultrasonic remote control of radio, television and Fonogeräten and can be used by the essential components for the control system according to the invention for model vehicles, the following information transmission mode is agreed:

- emission of Burts impulse groups instead of single impulses,

Pulse spacing modulation PAM, i. Modulation of break times between the burts,

- automatic double word output on the transmitter side as well as format check and double word comparison receiver side,

- Receiver-side output of the valid data in different forms:

serial as complete data word A ... F at the interface of the serial data output DATA together with the time window DLEIM

Influencing the program register (4 outputs PRGA ... D, parallel output), only 16 out of 64 commands are needed for this

Influencing the analog outputs VOLV, ANAL 2 ... 4, as well as special functions The following bit assignments are preferably used in particular: 1. Bit Control bit S 2.-7.Bit command bitA ... F

With the control bit S, the transmitted word is identified as an address or as a data word. Essential for the correct function of the system is that the recipients of the multiple-train control EMZS or accessory control EZS can be programmed to receive a command word with S = O or S = 1. This allows a clear distinction of address or data words on the receiver side.

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address word:

Formation of 64 addresses

Data word:

Formation of 64 commands as long as the data word goes through the same processing path as the address word. However, this maximum use of the command space can be reduced with the goal of a functionally separate from the address word processing. This results from the use of the already mentioned above remote control circuit system, the possibility to refer to the control commands in parallel to the 4-bit program register PRGA ... D. A possible distribution of the meaning of the individual bits could be:

PRGD - direction command forward / backward

PRGA, B, C - 8 speed levels

The advantage of the described functional separation between address word and data word processing is increased

Data backup. , , , , , ~ -

FIG. 8 shows an exemplary embodiment of a type 1 ES1 output stage designed according to FIG. 1. This establishes the connection to a track section and is constructed in such a way that it superimposes the command voltage Uf for the vehicle electronics and the vehicle motors on the command words supplied by the control center multiple train control SZMZS or the accessory ZB. The output signal is preferably a DC voltage superimposed on the command words. FIG. 9 shows, in one exemplary embodiment, a power amplifier of the type 2 ES2 designed according to FIG. It is constructed so as to enable the simultaneous operation of conventional vehicles and vehicles controlled by the SZMZS control center and ZB accessories. The output signal of the modulator Mod is such that it can be fed via a capacitor in the rail network, is decoupled via a throttle from a conventional control unit kSg and also contains the command words in addition to the supply voltage for the vehicle electronics and vehicle engines. In a further exemplary embodiment, a common throttle was accommodated centrally in the conventional control unit kSg for all output stages of the type 2 ES 2.

FIG. 10 shows, in a first exemplary embodiment, an accessory receiver EZS designed according to FIG. It is constructed in such a way that preferably two timing controls Zas are initially operated by a central clock generator. A timing controller Zas controls and processes information such as collective bit identification and synchronization, the pulse regeneration stage Ireg, which solves the pulse regeneration Ireg and partial pulse decode Idem functions of the command words provided by the control center multi-train controller SZMZS or receiver accessory controller EZS. The other timing controller Zas controls the pulse decoding Idem, the command words supplied by the EZS accessory control unit. These are first taken over in a shift register SR and with the synchronizing pulse, if the adjusted and the received address match, the associated data part is transferred to the memory Sp. Pulse decoding Idem and pulse regeneration Ireg are equipped with a system for the detection and partial elimination of disturbances. In evaluation of a hard-wired control type FS and the memory Sp (bits 10 and 11), the control mode Sa of the EZ is determined according to a specific rule and thus the commanded distribution of the control information BV realized. Depending on the type of control and the group bit set, bits 11-14 can be changed in the data parts of the command words supplied by the central control unit SZMZS and the receiving accessory controller EZS, which are preprogrammed in a memory Sp and belonging to the respective control information. By controlling the distribution of the control information BV, the information to the accessory Si and the ZusatzziekomönikZE'mittelt and sent out. The pulse coding Im is carried out taking into account the bits possibly newly found in data parts. Of the 5 output gates available in the exemplary embodiment, 4 output gates of the simulation of signal images and one output gate are used for the transmission of the additional function Zf. FIG. 12 shows a block diagram of an exemplary embodiment of a vehicle receiver EMZS designed according to FIG. 1. The recorded signal from the track, which consists of the command words and the supply voltage is separated in the pre-stage Vst, wherein between the signals of the output stages ES 1; ES2 must be distinguished. The command words are pulse-decoded with some noise immunity Idem and read into a shift register SR. In the address decoder Adec, the received address part is compared with the address set in the vehicle with the synchronization pulse, and if identical, the data part belonging to the address part is transferred to the memory Sp. All processes are controlled in time by the timing controller Zas. Depending on the memory contents, the desired controls are triggered, such as additional functions Zf 1, Zf 2, the cruise control Gr and, if required, the light L as a function of the direction of travel V / R. The velocity information outputted by the cruise controller Gr controls the vehicle motors, preferably located in a full bridge (final stage ES), one of the two bridge branches being opened as a function of the direction information V / R.

Finally, FIG. 13 shows, in one embodiment, a speed control Gr shown in FIG. This is constructed in such a way that each of the 8 speed levels encrypted in 3 bits (bits 12-14) is assigned to a 4-bit word via a simple additional logic Z1. In this case, preferably, including the stoppage of the vehicle, the maximum of 8 speed levels are distributed to the 16 possibilities of the 4-bit word so that the nonlinear voltage travel speed characteristic of the engine is eliminated and thus the available 8 speed levels are better utilized. The digital pulse duration modulation dPDM generates rectangular pulses with a certain duty cycle, which depends on the current content of a counter Z. If one defines the duty cycle of the output at the speed control Gr rectangular pulses as a ratio of pulse duration to pulse duration plus pulse break, the duty cycle corresponds to the standstill of the vehicle and the duty ratio 1 of the maximum speed of the vehicle. The count of the counter Z and the value of the 4-bit word are compared in a comparator K, which distinguishes 3 states. At equilibrium, the counter is stopped while the counter counts forward or backward until equality is achieved. In determining the counting direction also the direction of travel of the vehicle is taken into account that in the embodiment in a change of direction stopping the counter is only possible after the count was passed O (stopping the vehicle) and then only in the comparator K to match the count and 4 bit word is keyed. This prevents a sudden change in the direction of travel. The meter clock has been set so that a prototypical start or deceleration of the vehicle takes place. The quick stop button sets the counter to O and stops the vehicle in the digital pulse width modulation dPDM A ^ c ToctimrhSltni'e wnn Π raaMciart Cirh under Umnehuna of the Vrabildaerechteren

Fig. 11 shows the block circuit of the receiver for the accessory control EZS. The mode of operation is basically similar to that of the multi-train control EMZS. The incoming signal from the control unit accessory control SZZS via the rail network G1 or a separate information line is conditioned in the receiver circuit and - if properly received - issued serially during the time window DLEN at the IBUS output DATA and then buffered in the latch ARG.

The address decoder Adec checks if the address is valid, i. H. It is checked whether the incoming address is equal to the address set via the programming inputs PRE. The active at validity signal ADRG sets the address / Datenwortumschaltung UAD from the reset position generated by RESET (receiving an address word), so that now the receiver for the recording of a data word is programmed.

The incoming data word comes from the IBUS commands 16 ... 31 and sets the program register PRG A ... D. The applied 4-bit word is now converted by the connected Umcodierer / decoder UDC (Z) optionally (controlled by the terminals MOD A, B) in one of the following modes:

3 bit control bit - generation of 8 signal terms

1 bit subaddress - 2 subaddresses

So it is the control of 2 χ 64 eight-conceptual signals possible (highest fidelity), or

2-bit control word - generation of 4 signal terms

2-bit subaddress - generation of 4 subaddresses

It is thus possible to control 4 χ 64 four-character signals (normal case).

1 bit control word - generation of 2 control terms

3 bit subaddress - generation of 8 subaddresses

So it is the control of 8 χ 64 two-handle signals possible.

However, the above list is valid only under the condition that the accessory control is done separately from the vehicle control via its own information line 11.

The connected Ankoppellogik AKL links the output control signals with track contact signals GK and possibly incoming signals from adjacent accessories NZ, so that the standard-compliant system bus ADB-STB is formed to control the transmitting unit of a decentralized control multi-train DSMZS, which according to the same principle as the operating principle Control unit operates, however, the control command to the entering into the block section to be controlled vehicles

1. generated only on command of a track contact GK,

2. always provided with collective address,

3. only simple (possibly double) issued and

4. Track-controlled via a multiplexer MPX only to the active track section.

The number of track sections that can be operated by a decentralized DSMZS multiple-control control system is not precisely defined and depends on the train sequence.

The present in the circuit timer ZG controls

1. the generation of the INT signal in the coupling logic AKL as well

2. the automatic resetting of the address / data changeover UAD into the rest position.

At the same time, it is possible with the aid of this timer ZG to impart a static character to the static control signals. ·

FIG. 14 shows the block diagram of the vehicle receiver of the multiple-train controller EMZS. The heart of the receiver EMZS is a remote control receiver circuit (for example microelectronics Erfurt U806), which consists of the following components:

- Bit recognition / word comparison BW with the input line RSIGI for serial data input

- Input encoder ECD with the key lines LOC A ... E for parallel data input - not used in the embodiment

Output control of the IBUS AS-IBUS with the serial data output via DATA and the time window output via DLEN

- Program register PRG with the parallel outputs PRG A ... D and the MODE output MODEP.

- Analog part ANAL with the analog outputs VOLU, ANAL 2 ... 4 (not used in the exemplary embodiment)

- Switching function part SF with the inputs / outputs OFF, reserve A, B, D RSVA, B, D Extern is supplied to the circuit of the receiver system clock CLCK.

By power on RESET or a timer-controlled signal RESET is prepared via the address / data switching UAD via the input RSVD of the receiver circuit to receive an address word. Arrives from the selective receiver SEDM after demodulation at the circuit input RSIGI a bit sequence, which is characterized by a corresponding control bit S address word, it passes through the circuit-internal data preparation BW and is - assuming faultless transmission - serially during the time window DLEN at the output DATA by the IBUS output control AS-IBUS output and stored in the latch ARG.

The subsequent address and function decoding AFDC is prepared by the control input RSVD for receiving an address word, via the programming inputs PRE is one of 63 individual addresses programmed and z. B. the additional function Zf 1 was previously communicated whether the address O should be accepted as a collective address or ignored. If the individual or collective address recognized as valid (ADRG = active), there is a reversal of the address / data switching UAD, and thus the preparation for the receipt of a data word. For safety reasons, this switchover is time-limited and is automatically reset after the time for the transmission of a data word. Only the IBUS commands 16 ... 31 (for the drive control) and 56 ... 63 (for the function control) are used as data words. If one of the commands 16 ... 31 arrives as a data word, it directly addresses the program register PRG (outputs PRG A ... D) - via MODEP = inactive, a decoding in the address and function decoder AFDC is prevented. The contents of the outputs PRG A ... C is converted into a 5-bit word by means of an additional function (eg Zf 8) switchable Umcodierer UDC (F): The 3-bit variable PRG A ... C is the number one of the 32 considered possible 5 bit sizes. Since, in the end, the duty ratios necessary for controlling the engine are encoded in these 5-bit quantities, the possibility thus results of optimally adapting the duty cycles of the engine characteristic to be selected. The mentioned switching possibility allows

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The subsequent comparator K compares the 5-bit size of the transcoder UDC (F) with the content of the preset up / down counter (5-bit) VRZ. The result of this comparison controls the counting direction of this counter so that after a few counts equality with the contents of the transcoder UDC (F) is reached, which then triggers a STOP of the counting process.

The current content of the preset up / down counter VRZ is loaded via a transfer logic ÜL in a backward counter RZ. This counter RZ counts back respectively with the clock CP-A (obtained by suitable division from the system clock CICk) until the content O is reached. At this moment, the current status of the preselection up / down counter VRZ is changed again via the transfer logic Ul loaded into the reverse counter RZ, but the counting process can only start again when released by the 32-fold slower clock CP-B. At the same time is incremented by the clock CP-B of the preselection forward / backward counter VRZ by one counting point or decrements.

The measure described has the consequence that at the output of the backward counter RZ a pulse train of the clock frequency CP-B is applied with a 32-step and 8-step changeable clock ratio for motor control.

The output PRG D of the receiver circuit is used to determine the direction of travel. The directional logic FRL is used to determine if a change of direction has been programmed without a previous STOP. In this case, the direction of travel logic FRL controls the Umcodierer UDC (F) to drive level HALT and separates it from the programming register PRG A ... C; the controller responds as if HALT had been programmed. Only after reaching the HALT (signal from the preselection · forward / reverse counter VRZ) is the Umcodierer UDC (F) again connected to the program register PRG A ... C, wherein at the same time the motor bridge is reversed to the direction of rotation change.

The distributor-divider complex VT / TZ (for generating the clock signals CP-A and CP-B) can be connected via additional functions z. B. Zf6, Zf7 be switched. This measure allows programming the duration of the acceleration or braking phase and optimal adaptation to vehicle types, user habits and plant conditions is so easily possible. If one of the commands 56 ... 63 arrives as a data word, this does not affect the program register PRG, but the signal MODEP becomes active. This signal then switches the address and function decoder AFDC so that one of the eight instructions 56 ... 63 is decoded from the data word entering in the latch ARG. By means of a latching latch LA, eight additional functions Zf 1... 8 can thus be controlled without influencing the current driving task. Further control functions can be via the block switching functions SF of the receiver circuit RSVA, RSVB.

5 to 7 show the block diagrams of the control center multiple train control SZMZS and the control center accessory control SZZS according to Embodiment 2, which are explained together because of the functional similarities. Each control center multiple train control SZMZS or control center accessory control SZZS consists of a transmitting unit (Fig. 5) and sequentially arranged command units (Fig. 6, 7). The connection between transmitting and command units via an address / data bus ADB and a control bus STB. The centerpiece and determining the function is a remote control circuit in the transmitting unit (for example Mikroelektronik Erfurt U 807); The following assemblies consist:

Oscillator / distributor OVT (connected to external LC oscillator elements via the connections of a system clock transmitter QCLS, QCL and controlled via the MODE inputs MOA, MOB, MOC)

- Pulse distance modulator PAM

- Output control AS with the output line REMO

- Matrix sensor MS, connected to the sensor lines SENON ... SENZN

- matrix driver MT, connected to the DRVON ... DRVZN driver line,

- Keyboard query counter TAZ

If a control function is to be triggered, press the associated key in the TFG, TFF, TFZ keypad of the command unit (locking, mutually influencing keys). This process corresponds to a control preselection, whereby the entry only becomes valid after pressing one of the ENTER buttons TEG, TEF, TEZ. With this keypress, a flipflop is internally set in the command unit (interrupt logic INTL 1, INTL 2) and at the same time an interrupt is signaled to the sending unit via INT. This process can be blocked via the WAIT line if a command word is currently being processed in the sender unit. With a free transmitting unit (ie WAIT = inactive, MOC programming control bit S for address word transmission), a divider block is started by the interrupt. This start triggers WAIT = active and blocks further interrupts. With the start of the divider block ZG 1 ... ZG 3, the address input signal ADRIN is enabled. In the address logic ADL of the command units, the signal ADRIN, together with the interrupt login INT, triggers the switching through of a connection between one of the eight sensor lines SEN... N and one of the drive lines DRV... N of the address / data bus ADB and thus the programming one out of 64 possible address words, which is provided with the MOC preselected control bit and output via the modulator / transmitter ES 1 / ES 2.

After a time specified by the prescaler TG 1 and divider 1 TG 2 (in the divider block TG 1 ... TG 3), the switching of the ADR / DAT switch UAD takes place - which now releases the signal DATIN for data input. The signal DATIN activates the associated keypad TFG, TFF, TFZ of the command unit together with the interrupt signal INT (or INT G, INT F). At the same time, the programming of the control bit S for the data word transmission takes place via MOC.

-9- 267

According to the interconnection, the command groups IBUS 16 ... 31

for the control of driving speed and direction of travel or for the control of 2 achtbegriffigsn or

each 4 four-conceptual or

in each case 8 zweibegriffigen

Accessories and IBUS 56 ... 63

generated for controlling additional functions and output by the transmitting unit.

After the total time of 262.144 ms prescribed by the divider block TG 1 ... TG 3 (at 4.0 MHz system clock - divider factor 1:20 ²⁰ ), central reset of the control center SZMZS, SZZS takes place: the registering interrupt flip-flop (INTL 1, INTL 2 ) is reset, WAIT becomes inactive,

Changeover switch ADR / DAT UAD goes to position ADR, divider block ZG 1 ... ZG 3 remains in zero position, MOC is reset - programming to address word transmission.

Claims (9)

-1 - £ X3I 3 IO Invention claims: A control system for model vehicles, especially for electric model vehicles operated on railway tracks or track-like lanes, and for stationary accessories using binary-coded, time-division-transmitted command words having a data part, characterized in that the objects to be controlled receive their auxiliary power from an operating voltage which is designed so that further on the same track system or track-like road, model vehicles can be controlled by means of conventional technology, which operating voltage may be present together with the impressed command words to the objects to be controlled or one separate from the provision of the operating voltage , wired or wireless transmission of the command words can take place. 2. Control system according to item 1, characterized in that each command word, when it is used to control a vehicle, contains a group bit which can be set in the control center of the multi-train control in any command word and that the set group bit in conjunction with the Providers of accessories provides the ability to change the data belonging to the group bit portion of the command word, which allows, for example, a signal-dependent changing the driving behavior of the vehicles. 3. System according to item 1, characterized in that each command word is transmitted clearly separated as an address word part and as a data subword in unique Teilwortkennung so that the technically limited size of the available command space (address and data space) can be multiplied and that of Recipient logic sufficient time for a high quality data-secured processing of incoming information is available. 4. Control system according to item 1 and 3, characterized in that a temporally nested transmission of address and data part words of the command words can take place and the transmission of control commands is made in each case only from those control units in which there is a change in the existing control or has given command sizes, so that, for example, an increase in the command throughput per unit of time and per information channel, preferably using an Interruptsteüerung is made possible. 5. Control system according to item 1 to 4, characterized in that a decoded from the command word speed level is converted into a pulse train with a specific duty cycle, which determines the associated speed of the motor by clocking the supply voltage, that the duty cycle of the pulse train only can be changed in discrete stages, wherein the change between two speed levels (corresponding to two duty cycles) can be done only in a fixed time by a time, which allows, for example, the replica of a prototypical starting or braking behavior of the model vehicles. 6. Control system according to item 1 and 5, characterized in that the to be processed speed or speed range of the motors to be controlled is divided into a plurality of stages, each one of these stages corresponds to a defined duty cycle of the clocked supply voltage, however Furthermore, only a significantly smaller number of speed or speed levels is actually selectable, with the determination of these selectable speed levels for certain functional relationships, which, for example, for the purpose of taking into account the mostly non-linear voltage (duty cycle) speed characteristic of the motors at the same time optimal Use of the available data space or for the purpose of switching between normal-controlled and finely controlled travel speed is used. 7. Control system according to item 1 and 6, characterized in that the reversal of the direction always automatically has a deceleration of the model vehicle to a stop and a subsequent acceleration up to the preselected driving speed in the new direction of travel result. 8. Control system according to item 1,3 and 4, characterized in that the available address space can be multiplied that for this purpose preferably further control center accessory control including additional information lines to accessories, for example in the form of other ring, star or bus lines to Are used, wherein the interaction of the system components according to the invention is still guaranteed. 9. Control system according to item 1 to 8, characterized in that by strict modularity can always be an optimal design of the system according to the requirements of the user, this strict modularity preferably expressed by the fact that a control center multi-train control stringed out their control commands, each commanded vehicle receives individually assigned command units, that at the same time this command unit synchronously fed the operating power for the model vehicles controlled by them in the rail network, so that the alignment of the number of objects to be controlled at the same time an increase in the operating energy provided causes the control of Accessories can be done either conventionally or by means of one or more control panels accessory control that the receiver can be optionally equipped with additional equipment, preferably similar to the send r are formed from the control center multi-train control, whereby the directly triggered by accessory articles influencing the model vehicles can be largely adapted to the needs of the user of the system. 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