EP0031935B1 - Apparatus for supply and control of several electrically driven model vehicles - Google Patents

Apparatus for supply and control of several electrically driven model vehicles Download PDF

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Publication number
EP0031935B1
EP0031935B1 EP80108015A EP80108015A EP0031935B1 EP 0031935 B1 EP0031935 B1 EP 0031935B1 EP 80108015 A EP80108015 A EP 80108015A EP 80108015 A EP80108015 A EP 80108015A EP 0031935 B1 EP0031935 B1 EP 0031935B1
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Prior art keywords
pulse
model vehicles
circuit
model
pulses
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German (de)
French (fr)
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EP0031935A2 (en
EP0031935A3 (en
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Ulrich Dr. Dipl.-Ing. Lübbert
Rainer Ing.-Grad. Hoyer
Hermann Dipl.-Ing. Ringshauser
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Gebr Fleischman GmbH and Co KG
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Fraunhofer Gesellschaft zur Forderung der Angewandten Forschung eV
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    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63H—TOYS, e.g. TOPS, DOLLS, HOOPS OR BUILDING BLOCKS
    • A63H19/00—Model railways
    • A63H19/24—Electric toy railways; Systems therefor

Definitions

  • the invention relates to a device for supplying and controlling a plurality of electrically operated model vehicles on a circuit and using a stationary control circuit which sends the control pulses in the form of positive and negative pulses to the circuit and at the same time the electrical energy for supplying power to the model vehicles in them Provides impulses.
  • a frequently used principle for controlling an additional train on one and the same circuit uses an AC voltage superimposed on the conventional DC circuit. This delivers the energy required by the second train and simultaneously controls the speed of the second train by varying the amplitude and phase position.
  • mains frequency 50 Hz or 60 Hz
  • undesirable performance degradation and additional mechanical and thermal loads on the traction motors occur.
  • Another disadvantage is the restriction to only two trains on one circuit.
  • Each model with a traction motor contains an electrical receiver and control circuit, which is addressed selectively by a control unit and doses the driving energy for the traction motor from the applied AC voltage in a suitable manner and converts it into direct current by means of a rectifier circuit, which is suitable for DC model railroad motors.
  • a device is known from DE-A-26 01 790 (Ingbert).
  • the desired driving speeds in the form of analog control voltages are specified as control elements with the aid of potentiometers and recoded into corresponding pulse lengths with the aid of analog electronic circuits.
  • Control voltages and pulse lengths are mapped into each other without quantization and form continuous electrical size ranges, so that it is a purely analog method.
  • the received pulse length is converted with the help of an integrator formed by a resistor and a charging capacitor into a voltage proportional to the control voltage, which in turn controls the duty cycle of a rectangular power oscillator, the output of which the motor is connected to.
  • the method according to DE-A-26 01 790 also does not allow simultaneous operation of models operated conventionally by direct current, because the waveform of the electrical voltage placed on the rail, in addition to a high frequency of the pulses which transmit the information, is a Has a basic frequency of approx. 62 Hz and thus impermissibly affects direct current motors connected directly to the rail.
  • the use of a smoothed DC voltage for conventional models and the installation of filter elements (coils and capacitors) in the connecting lines from the rail to the model would not solve the problem.
  • the power rectangular oscillator is coupled galvanically. It is not possible to connect a conventional supply transformer to the rail at the same time.
  • the object of the invention is to achieve the o.a. To avoid disadvantages and in particular to enable the simultaneous operation of conventionally operated voltage-controlled model vehicles and to design the device so that the electrical circuit in the model vehicle is possible in an integrated design.
  • the disadvantages of the known methods are solved in that the pulses separated from one another by pulse pauses are fed to the circuit (1) via one or more capacitors (6), in order to also allow the simultaneous operation of conventionally DC-operated model vehicles (4) that in the Times in which no information is transmitted, the energy transmission for the model vehicles (7) by those transmitted at the transmission frequency alternating positive and negative pulses, and that the pulse frequency is chosen so high that the inductance of the conventional DC-operated electric motors of the model vehicles (4) against the transmitted pulse trains represent such a high resistance that (4) are not affected by these pulse trains and Only draw negligible energy from these pulse trains.
  • an impulse telegram for influencing a model vehicle (7) consists of a first part for determining the direction of travel, the end of which denotes the beginning of a second part for selectively addressing the model vehicle (7).
  • a conventional, adjustable, reversible polarity direct current source 2 is connected in series with a choke 3 to a circuit 1, which is formed by a pair of current-conducting rails.
  • the choke 3 forms a small resistance for direct current, but a large resistance for superimposed alternating current on the rail. As a result, an outflow of alternating currents via the direct current source is avoided. This arrangement is sufficient to operate a conventionally DC model vehicle 4.
  • a stationary control circuit 5 is connected in series with a capacitor 6 to circuit 1.
  • the capacitor 6 prevents the control circuit 5 from being flowed through by direct current or mains frequency alternating current.
  • the pulse frequency is above the human hearing limit.
  • the traction motors form such a large resistance to this frequency that a negligible alternating current flows through them, which causes neither additional heating nor mechanical stress.
  • FIG. 2 shows the basic structure of the stationary control circuit 5.
  • the operator sets the information about the desired driving state via control buttons 8, one of which is assigned to a model vehicle 7.
  • the adjusting buttons 8 can e.g. be implemented by coding switches that have as many different positions as the speed levels are desired.
  • the setting is converted by a logic circuit 9 into a data word which, in a sequence of zeros and ones, carries information about which of the model vehicles 7 this information is associated with and whether this model vehicle 7 should drive forward or backward.
  • the parallel-to-serial converter 10 converts the data word into a serial pulse sequence by mutually connecting the circuit 1 via the capacitor 6 to the voltage source 11 via the four switches 12, 13, 14 and 15, so that a sequence of positive and negative impulses arise in the circuit. A zero voltage is briefly generated between two pulses by closing switches 13 and 14.
  • FIG. 3 shows a typical sequence of pulses for transmitting the information to model vehicles 7.
  • the pulse diagram consists of sixteen pulses. These contain information about which model vehicle is meant, the address and whether to drive forward or backward. If a model vehicle 7 receives a valid, i.e. information addressed to its receiver, the traction current is switched to the engine for a fixed time. Uniform driving is achieved by periodically responding to the model vehicle. The frequency determines the driving speed.
  • Figure 4 shows the detection of transmitted positive and negative pulses from the pulse diagram.
  • the signal S 15 becomes 1 when the threshold 15 is exceeded and the signal S 16 becomes 1 when the threshold 16 is exceeded. If a DC voltage for operating a conventional model vehicle 4 is superimposed on the pulse diagram the thresholds are carried along so that the threshold 15 is always above and the threshold 16 is always below the DC voltage mean.
  • FIG. 5 shows a circuit for converting the threshold signals S 15 and S 16 resulting from positive and negative pulses into a logical sequence.
  • a transition from logic 0 to 1 occurs at the output at the end of a positive or negative pulse on the rail.
  • the output of the gate 17 is connected to the dynamic clock input of the bistable memory 18, which responds to rising edges.
  • the preparatory data input of the memory 18 is connected to the signal S 15 .
  • the memory 18 is followed by a serial-parallel shift register 19, to which the same take is applied as the memory 18. At the output of the shift register the transmitted pulse train is available as a parallel data word.
  • the memory 18 is identical to the first memory element of the shift register 19.

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  • Toys (AREA)
  • Remote Monitoring And Control Of Power-Distribution Networks (AREA)

Abstract

1. A device for supplying power to and controlling several electrically operated model vehicles (7) on one circuit (8) using a stationary control circuit (5) which transmits the control pulses to the circuit (1) in the form of positive and negative pulses and, at the same time, provides the electrical energy to be supplied to the model vehicles (7) in those pulses, characterized in that the pulses separated from one another by pulse intervals are delivered to the circuit (1) via one or more capacitors (6) to permit the simultaneous operation of conventional d.c.-operated model vehicles (4) ; in that, in those periods when no information is being transmitted, power is supplied to the model vehicles (7) in the form of the alternately positive and negative pulses transmitted at the transmission frequency ; and in that the pulse frequency selected is so high that the inductance of the conventional d.c.-operated electric motors of the model vehicles (4) represents such a high resistance to the pulse sequences transmitted that the model vehicles (4) are not affected by those pulse sequences of which the energy consumption is minimal.

Description

Die Erfindung betrifft eine Einrichtung zur Versorgung und zum Steuern mehrerer elektrisch betriebener Modellfahrzeuge auf einem Stromkreis und unter Verwendung einer stationären Steuerschaltung, welche die Steuerimpulse in Form von positiven und negativen Impulsen auf den Stromkreis sendet und gleichzeitig die elektrische Energie für die Energieversorgung der Modellfahrzeuge in diesen Impulsen bereitstellt.The invention relates to a device for supplying and controlling a plurality of electrically operated model vehicles on a circuit and using a stationary control circuit which sends the control pulses in the form of positive and negative pulses to the circuit and at the same time the electrical energy for supplying power to the model vehicles in them Provides impulses.

Diese Ausgabenstellung liegt in der Spielwarentechnik vor. Bei dem Betrieb einer Modelleisenbahn ist beispielsweise das gleichzeitige voneinander unabhängige Fahren mehrerer Züge erwünscht, Bisherige Lösungen erreichen dieses Ziel nur mit Einschränkungen. In einer konventionellen Modellbahnanlage wird das Fahrverhalten der Modellzüge über eine Niedervoltspannung, die mittels eines Leiters (Schienen und/oder Oberleitung) den Antriebsmotoren zugeführt wird, geregelt. Sollen mehrere Züge in der Modellanlage unabhängig voneinander fahren, müssen diese sich auf verschiedenen, voneinander isolierten Stromkreisen befinden.This spending position is in the toy technology. When operating a model railroad, for example, it is desirable to run several trains independently of one another. Previous solutions have achieved this goal only with restrictions. In a conventional model railroad system, the driving behavior of the model trains is regulated via a low voltage, which is fed to the drive motors by means of a conductor (rails and / or overhead line). If several trains in the model system are to run independently of one another, they must be on different, isolated circuits.

Ein häufig verwendetes Prinzip zum Steuern eines zusätzlichen Zuges auf ein und demselben Stromkreis bedient sich einer dem konventionellen Gleichstromkreis überlagerten Wechselspannung. Diese liefert die vom zweiten Zug benötigte Energie und steuert durch Variieren der Amplitude und Phasenlage gleichzeitig die Geschwindigkeit des zweiten Zuges. Bei der Verwendung von Netzfrequenz (50 Hz bzw. 60 Hz) treten jedoch unerwünschte Leistungsminderung und zusätzliche mechanische und thermische Belastungen der Fahrmotoren auf. Nachteilig ist ausserdem die Beschränkung auf nur zwei Züge auf einem Stromkreis.A frequently used principle for controlling an additional train on one and the same circuit uses an AC voltage superimposed on the conventional DC circuit. This delivers the energy required by the second train and simultaneously controls the speed of the second train by varying the amplitude and phase position. When using mains frequency (50 Hz or 60 Hz), however, undesirable performance degradation and additional mechanical and thermal loads on the traction motors occur. Another disadvantage is the restriction to only two trains on one circuit.

Einige moderne Vorschläge benutzen die Trennung zwischen Energiezufuhr und Steuerung der Fahrmotoren. Die Energie wird zumeist mit konstanter Wechselspannung über den Stromkreis zugeführt. Jedes Modell mit einem Fahrmotor enthält eine elektrische Empfänger- und Steuerschaltung, die von einem Bedienteil selektiv angesprochen wird und die Fahrenergie für den Fahrmotor aus der anliegenden Wechselspannung in geeigneter Weise dosiert und durch Gleichrichterschaltung in Gleichstrom unwandelt, der für Gleichstrommodellbahnmotoren geeignet ist.Some modern proposals use the separation between energy supply and control of the drive motors. The energy is mostly supplied with constant AC voltage via the circuit. Each model with a traction motor contains an electrical receiver and control circuit, which is addressed selectively by a control unit and doses the driving energy for the traction motor from the applied AC voltage in a suitable manner and converts it into direct current by means of a rectifier circuit, which is suitable for DC model railroad motors.

Neben diesem ferngesteuerten Betrieb ist zum Teil gleichzeitig ein konventioneller Betrieb mit gleich- oder netzfrequentem Wechselstrom möglich, bei dem das Fahzeug durch die Spannung der zugeführten Energie gesteuert wird, In diesem Fall sind passive Siebglieder zum selektiven Empfang nötig, die unerwünschten Platzbedarf und Kosten Sowie eine Justage erfordern. Andere Systeme, die diesen Nachteil nicht aufweisen, lassen wiederum den konventionellen Betrieb nicht zu.In addition to this remote-controlled operation, conventional operation with direct or line frequency alternating current is also possible, in which the vehicle is controlled by the voltage of the energy supplied. In this case, passive filter elements are required for selective reception, the undesirable space requirements and costs as well as one Require adjustment. Other systems that do not have this disadvantage in turn do not allow conventional operation.

Eine Einrichtung gemäß Oberbegriff ist aus der DE-A-26 01 790 (Ingbert) bekannt. Hier werden die gewünschten Fahrgeschwindigkeiten in Form analoger Steuerspannungen mit Hilfe von Potentiometern als Bedienelemente vorgegeben und mit Hilfe analoger elektronischer Schaltungen in entsprechende Impulslängen umkodiert. Steuerspannungen und Impulslängen werden ohne Quantisierung ineinander abgebildet und bilden kontinuierliche elektrische Größenbereiche, so daß es sich um ein rein analoges Verfahren handelt. In dem Empfängern wird die empfangene Impulslänge mit Hilfe eines durch Widerstand und Ladekondensator gebildeten Integrierers in eine der Steuerspannung proportionale Spannung umgewandelt, die ihrerseits das Tastverhältnis eines Leistungsrechteckoszillators steuert, mit dessen Ausgang der Motor verbunden ist. Hier sind nicht nur passive Zeitglieder zur Selektion, sondern auch noch mehrere Zeitglieder zur Umwandlung der Signale zur Steuerung der Fahrgeschwindigkeit in dem Empfänger notwendig, eine Folge der rein analogen Umwandlungen der Fahrsignale. Neben diesen Nachteilen ist mit dem Verfahren nach der DE-A-26 01 790 auch kein gleichzeitiger Betrieb konventionell durch Gleichstrom betriebener Modelle möglich, weil die auf die Schiene gelegte Wellenform der elektrischen Spannung neben einer hohen Frequenz der Impulse, die die Information übertragen, eine Grundfrequenz von ca. 62 Hz aufweist und damit direkt mit der Schiene verbundene Gleichstrommotoren unzulässig beeinflußt. Auch die Anwendung einer geglätteten Gleichspannung für konventionelle Modelle und der Einbau von Siebgliedern (Spulen und Kondensatoren) in die Verbindungsleitungen von der Schiene zum Modell würde das Problem nicht lösen. Die Koppelung des Leistungsrechteckoszillators geschieht galvanisch. Der gleichzeitige Anschluß eines konventionellen Speisetransformators an die Schiene ist nicht möglich.A device according to the preamble is known from DE-A-26 01 790 (Ingbert). Here, the desired driving speeds in the form of analog control voltages are specified as control elements with the aid of potentiometers and recoded into corresponding pulse lengths with the aid of analog electronic circuits. Control voltages and pulse lengths are mapped into each other without quantization and form continuous electrical size ranges, so that it is a purely analog method. In the receiver, the received pulse length is converted with the help of an integrator formed by a resistor and a charging capacitor into a voltage proportional to the control voltage, which in turn controls the duty cycle of a rectangular power oscillator, the output of which the motor is connected to. Here, not only are passive time elements for selection necessary, but also several time elements for converting the signals for controlling the driving speed in the receiver, as a result of the purely analog conversions of the driving signals. In addition to these disadvantages, the method according to DE-A-26 01 790 also does not allow simultaneous operation of models operated conventionally by direct current, because the waveform of the electrical voltage placed on the rail, in addition to a high frequency of the pulses which transmit the information, is a Has a basic frequency of approx. 62 Hz and thus impermissibly affects direct current motors connected directly to the rail. The use of a smoothed DC voltage for conventional models and the installation of filter elements (coils and capacitors) in the connecting lines from the rail to the model would not solve the problem. The power rectangular oscillator is coupled galvanically. It is not possible to connect a conventional supply transformer to the rail at the same time.

Aufgabe der Erfindung ist es, die o.a. Nachteile zu vermeiden und insbesondere den gleichzeitigen Betrieb von konventionell betriebenen spannungsgesteuerten Modellfahrzeugen zu ermöglichen und die Einrichtung so auszugestalten, daß die elektrische Schaltung im Modellfahrzeug in integrierter Bauweise möglich wird.The object of the invention is to achieve the o.a. To avoid disadvantages and in particular to enable the simultaneous operation of conventionally operated voltage-controlled model vehicles and to design the device so that the electrical circuit in the model vehicle is possible in an integrated design.

Erfindungsgemäß werden die Nachteile der bekannten Verfahren dadurch gelöst, daß die voneinander durch lmpulspausen getrennten Impulse dem Stromkreis (1) über einen oder mehrere Kondensatoren (6) zugeführt werden, um auch den gleichzeitigen Betrieb konventionell gleichstrombetriebener Modellfahrzeuge (4) zu erlauben, daß in den Zeiten, in denen keine Information übertragen wird, die Energieübertragung für die Modellfahrzeuge (7) durch die mit Sendefrequenz gesendeten abwechselnd positiven und negativen Impulse erfolgt, und daß die Impulsfrequenz so hoch gewählt ist, daß die Induktivität der konventionell gleichstrombetriebenen Elektromotoren der Modellfahrzeuge (4) gegenüber den gesendeten Impulsfolgen einen so hohen Widerstand darstellen, daß sie (4) durch diese Impulsfolgen nicht beeinflußt werden und diesen Impulsfolgen nur vernachlässigbar wenig Energie entziehen.According to the invention, the disadvantages of the known methods are solved in that the pulses separated from one another by pulse pauses are fed to the circuit (1) via one or more capacitors (6), in order to also allow the simultaneous operation of conventionally DC-operated model vehicles (4) that in the Times in which no information is transmitted, the energy transmission for the model vehicles (7) by those transmitted at the transmission frequency alternating positive and negative pulses, and that the pulse frequency is chosen so high that the inductance of the conventional DC-operated electric motors of the model vehicles (4) against the transmitted pulse trains represent such a high resistance that (4) are not affected by these pulse trains and Only draw negligible energy from these pulse trains.

Weiterhin ist es vorteilhaft, wenn der Gleichspannungsmittelwert der Impulsfolge gegen Null geht, damit der stationären Steuerschaltung 5 parallel geschaltete Drosseln nicht von Gleichstrom durchflossen werden.Furthermore, it is advantageous if the DC voltage mean value of the pulse train approaches zero, so that direct current does not flow through the chokes connected in parallel 5.

Weiterhin ist es vorteilhaft, wenn ein Impulstelegramm zur Beeinflussung eines Modellfahrzeuges (7) aus einem ersten Teil zur Bestimmung der Fahrtrichtung besteht, dessen Ende den Beginn eines zweiten Teiles zur selektiven Ansprache des Modellfahrzeuges (7) bezeichnet.It is also advantageous if an impulse telegram for influencing a model vehicle (7) consists of a first part for determining the direction of travel, the end of which denotes the beginning of a second part for selectively addressing the model vehicle (7).

Es kann weiterhin vorteilhaft sein, wenn der zur selektiven Ansprache des Modellfahrzeuges (7) vorhandene Teile des Impulsdiagramms in seiner wahren und invertierten Form von dem Modellfahrzeug erkannt wird, so daß eine Erkennung unabhängig von der Polung des Empfängers erfolgt.It can also be advantageous if the parts of the pulse diagram available for selectively addressing the model vehicle (7) are recognized in their true and inverted form by the model vehicle, so that a recognition takes place regardless of the polarity of the receiver.

Weiterhin ist es vorteilhaft, wenn der zur selektiven Ansprache des Modellfahrzeuges (7) vorhandene Teil des Impulsdiagramms in seiner wahren und invertierten Form nacheinander von der stationären Steuerschaltung (5) gesendet wird, so daß der Empfänger unabhängig von der Polung angesprochen wird.It is also advantageous if the part of the pulse diagram available for the selective response of the model vehicle (7) is sent in its true and inverted form one after the other by the stationary control circuit (5), so that the receiver is addressed regardless of the polarity.

Weitere Einzelheiten ergeben sich aus einem Ausführungsbeispiel nach Figur 1.Further details result from an exemplary embodiment according to FIG. 1.

An einem Stromkreis 1, der durch ein stromleitendes Schienenpaar gebildet wird, wird eine konventionelle, einstellbare, umpolbare Gleichstromquelle 2 in Reihe mit einer Drossel 3 angeschlossen. Die Drossel 3 bildet für Gleichstrom einen kleinen, für auf der Schiene überlagerten Wechselstrom jedoch einen großen Widerstand. Hierdurch wird ein Abfließen von Wchselströmen über die Gleichstromquelle vermieden. Diese Anordnung reicht bereits aus zum Betrieb eines konventionell gleichstrombetriebenen Modellfahrzeuges 4.A conventional, adjustable, reversible polarity direct current source 2 is connected in series with a choke 3 to a circuit 1, which is formed by a pair of current-conducting rails. The choke 3 forms a small resistance for direct current, but a large resistance for superimposed alternating current on the rail. As a result, an outflow of alternating currents via the direct current source is avoided. This arrangement is sufficient to operate a conventionally DC model vehicle 4.

Zur Erzeugung einer Impulsfolge zur Steuerung und gleichzeitigen Energieversorgung eines oder mehrerer zusätzlicher ferngesteuerten Modellfahrzeuges 7 ist eine stationäre Steuerschaltung 5 in Reihe mit einem Kondensator 6 parallel auf den Stromkreis 1 geschaltet. Der Kondensator 6 verhindert, daß die Steuerschaltung 5 von Gleichstrom oder netzfrequentem Wechselstrom durchflossen wird. Die Impulsfrequenz liegt in diesem Ausführungsbeispiel über der menschlichen Hörgrenze. Gegenüber dieser Frequenz bilden die Fahrmotoren einen so großen Widerstand, daß sie dur von einem vernachlässigbar geringen Wechselstrom durchflossen werden, der weder eine zusätzliche Erwärmung noch eine mechanische Beanspruchung bewirkt.To generate a pulse train for controlling and simultaneously supplying energy to one or more additional remote-controlled model vehicles 7, a stationary control circuit 5 is connected in series with a capacitor 6 to circuit 1. The capacitor 6 prevents the control circuit 5 from being flowed through by direct current or mains frequency alternating current. In this exemplary embodiment, the pulse frequency is above the human hearing limit. The traction motors form such a large resistance to this frequency that a negligible alternating current flows through them, which causes neither additional heating nor mechanical stress.

Figur 2 zeigt den prinzipiellen Aufbau der stationären Steuerschaltung 5. Die Information über den gewünschten Fahrzustand stellt der Bediener über Stellknöpfe 8 ein, von denen je einer einem Modellfahrzeug 7 zugeordnet ist.FIG. 2 shows the basic structure of the stationary control circuit 5. The operator sets the information about the desired driving state via control buttons 8, one of which is assigned to a model vehicle 7.

Die Stellknöpfe 8 können z.B. durch Kodierschalter realisiert sein, die soviel verschiedene Stellungen aufweisen, wie Fahrstufen gewünscht sind. Die Einstellung wird von einer logischen Schaltung 9 in ein Datenwort umgewandelt, das in einer Folge von Nullen und Einsen eine Information trägt, welchem der Modellfahrzeuge 7 diese Information zugeordnet ist und ob dieses Modellfahrzeug 7 vorwärts oder rückwärts fahren soll. Der Parallel-Seriell-Wandler 10 wandelt das Datenwort in eine serielle Impulsfolge um, indem er über die vier Schalter 12, 13, 14 und 15 den Stromkreis 1 über den Kondensator 6 wechselseitig an die Spannungsquelle 11 legt, so daß eine Folge von positiven und negativen Impulsen im Stromkreis entsteht. Zwischen zwei Impulsen wird durch das Schließen der Schalter 13 und 14 für kurze Zeit eine Nullspannung erzeugt.The adjusting buttons 8 can e.g. be implemented by coding switches that have as many different positions as the speed levels are desired. The setting is converted by a logic circuit 9 into a data word which, in a sequence of zeros and ones, carries information about which of the model vehicles 7 this information is associated with and whether this model vehicle 7 should drive forward or backward. The parallel-to-serial converter 10 converts the data word into a serial pulse sequence by mutually connecting the circuit 1 via the capacitor 6 to the voltage source 11 via the four switches 12, 13, 14 and 15, so that a sequence of positive and negative impulses arise in the circuit. A zero voltage is briefly generated between two pulses by closing switches 13 and 14.

Figur 3 zeigt eine typische Folge von Impulsen zur Übertragung der Information an Modellfahrzeuge 7.FIG. 3 shows a typical sequence of pulses for transmitting the information to model vehicles 7.

Das Impulsdiagramm besteht aus sechzehn Impulsen. Diese enthalten Information darüber, welches Modellfahrzeug gemeint ist, die Adresse und ob vorwärts oder rückwärts gefahren werden soll. Empfängt ein Modellfahrzeug 7 eine gültige, d.h. an ihren Empfänger adressierte Information, wird der Fahrstrom für eine feste Zeit auf den Motor geschaltet. Ein gleichmäßiges Fahren wird durch periodisches Ansprechen der Modellfahrzeugs bewirkt. Die Frequenz bestimmt die Fahrgeschwindigkeit.The pulse diagram consists of sixteen pulses. These contain information about which model vehicle is meant, the address and whether to drive forward or backward. If a model vehicle 7 receives a valid, i.e. information addressed to its receiver, the traction current is switched to the engine for a fixed time. Uniform driving is achieved by periodically responding to the model vehicle. The frequency determines the driving speed.

In diesem AusführungsbeispieI ist die gesendete Information in folgender Weise aufgebaut:

  • Das Impulsdiagramm beginnt mit einer Folge aus acht Impulsen, die stets in der wahren oder invertierten Form gesendet werden. Die wahre Folge wird in allen Empfängern als Information "vorwärts", die invertierte Folge als "Rückwärts" dekodiert und vorgemerkt. Gleichzeitig ist das Ende dieser Folge, die im folgenden "Sync-Zeichen" genannt wird, das Zeichen, daß die folgenden 8 Impulse als Adresse gelten. Diese wird mit einer der Empfängerschaltung eingeprägten Impulsfolge verglichen. Bei Übereinstimmung wird die bei Erscheinen des Sync-Zeichens vorgemerkte Fahrtrichtung gültig und der Fahrstrom für eine feste Zeit durchgeschaltet.
  • Die gesendete Information wird von dem Modellfahrzeug über die Schienen abgenommen. Durch die Möglichkeit, dieses in zwei verschiedenen Fahrtrichtungen auf die Schiene zu setzen, wird die Zuordnung zwischen den Empfängeranschlüssen und den Schienen unbestimmt. Hierdurch wird ein Impulsdiagramm entweder in seiner wahren oder in seiner invertierten Form aufgenommen. Damit ein Modellfahrzeug sicher angesprochen wird, sendet die stationäre Steuerschaltung 5 die Adresse nacheinander in wahrer und invertierter Form jeweils geführt durch ein Sync-Zeichen.
  • Der Benutzer der Anlage kann wählen, ob er die Fahrtrichtung in Bezug auf das Modellfahrzeug bestimmen möchte. Dann wird zunächst das zur Fahrtrichtung gehörende Sync-Zeichen mit der wahren Adresse und anschließend beides invertiert gesendet. Oder er kann die Fahrtrichtung schienenbezogen wählen. Dann wird ein und dasselbe Sync-Zeichen mit der wahren und der invertierten Adresse nacheinander gesendet. Neben dem hier beschriebenen Ausführungsbeispiel ist auch die Lösung möglich, daß das Modellfahrzeug 7 die als Adresse gesendete Impulsfolge in der wahren und in der invertierten Form mit einer individuell gespeicherten Impulsfolge auf Übereinstimmung und somit auf die Gültigkeit für sich selber prüft und dadurch feststellt, ob es angesprochen ist.
In this A usführungsbeispieI the transmitted information is structured in the following way:
  • The pulse diagram begins with a sequence of eight pulses, which are always sent in the true or inverted form. The true sequence is decoded and flagged as information "forward" in all receivers, the inverted sequence as "backward". At the same time, the end of this sequence, which is referred to below as the "sync character", is the sign that the following 8 pulses are considered as addresses. This is compared with a pulse train impressed on the receiver circuit. If there is a match, the direction of travel marked when the sync symbol appears appears and the travel current is switched through for a fixed time.
  • The information sent is taken from the model vehicle via the rails. The possibility of placing this on the rail in two different directions of travel makes the assignment between the receiver connections and the rails indefinite. As a result, a pulse diagram is recorded either in its true form or in its inverted form. So that a model vehicle is addressed safely, the stationary control circuit 5 sends the address in succession in true and inverted form, each guided by a sync symbol.
  • The user of the system can choose whether he wants to determine the direction of travel in relation to the model vehicle. Then the sync symbol belonging to the direction of travel is sent with the true address and then both are inverted. Or he can choose the direction of travel based on the rail. Then one and the same Sync - sign with the true and the inverted address sent consecutively. In addition to the exemplary embodiment described here, the solution is also possible that the model vehicle 7 checks the pulse sequence sent as an address in the true and in the inverted form with an individually stored pulse sequence for correspondence and thus for the validity for itself and thereby determines whether it is addressed.

Figur 4 zeigt die Erkennung von gesendeten positiven und negativen Impulsen aus dem Impulsdiagramm.Figure 4 shows the detection of transmitted positive and negative pulses from the pulse diagram.

Mit Hilfe zweiter Schwellöperationen gemäß der in Figur 4 dargestellten Schwellen wird bei Überschreiten der Schwelle 15 das Signal S15 gleich 1 und bei Überschreiten der Schwelle 16 das Signal S16 gleich 1. Wird dem Impulsdiagramm eine Gleichspannung zum Betrieb eines konventionellen Modellfahrzeugs 4 überlagert, werden die Schwellen mitgeführt, so daß die Schwelle 15 immer oberhalb und die Schwelle 16 immer unterhalb des Gleichspannungsmittelwertes liegt.With the aid of second threshold operations according to the thresholds shown in FIG. 4, the signal S 15 becomes 1 when the threshold 15 is exceeded and the signal S 16 becomes 1 when the threshold 16 is exceeded. If a DC voltage for operating a conventional model vehicle 4 is superimposed on the pulse diagram the thresholds are carried along so that the threshold 15 is always above and the threshold 16 is always below the DC voltage mean.

Figur 5 zeigt eine Schaltung zur Umwandlung der aus positiven und negativen Impulsen entstandenen Schwellensignale S15 und S16 in eine logische Folge. An dem logischen Gatter 17 entsteht genau dann eine logische 1, wenn S15=0 und S16=1 ist. Ein Übergang von der logischen 0 zur 1 entsteht am Ausgang am Ende eines positiven oder negativen Impulses auf der Schiene. Der Ausgang des Gatters 17 ist mit dem dynamischen Takteingang des bistabilen Speichers 18 verbunden, der auf steigende Flanken reagiert. Der vorbereitende Dateneingang des Speichers 18 ist mit dem Signal S15 verbunden. Während eines positiven Impulses ist S15=1. An dem Speicher 18 wird die logische 1 vorbereitet. Am Ende des positiven Impulses entsteht die positive Flanke am Takteingang des Speichers 18, so daß die 1 am Ausgang des Speichers erscheint.FIG. 5 shows a circuit for converting the threshold signals S 15 and S 16 resulting from positive and negative pulses into a logical sequence. A logical 1 arises at the logic gate 17 if and only if S 15 = 0 and S 16 = 1. A transition from logic 0 to 1 occurs at the output at the end of a positive or negative pulse on the rail. The output of the gate 17 is connected to the dynamic clock input of the bistable memory 18, which responds to rising edges. The preparatory data input of the memory 18 is connected to the signal S 15 . During a positive pulse S 15 = 1. The logical 1 is prepared at the memory 18. At the end of the positive pulse, the positive edge arises at the clock input of the memory 18, so that the 1 appears at the output of the memory.

Während eines negativen Impulses ist S15=0, so daß die logische Null vorbereitend an den Speicher gelegt wird. Am ende des negativen Impulses erzeugt der Übergang von Null auf Eins des Schwellensignals S16 die Taktflanke zum Abspeichern der Null im Speicher 18.During a negative pulse S 15 = 0, so that the logical zero is preparatively applied to the memory. At the end of the negative pulse, the transition from zero to one of the threshold signal S 16 generates the clock edge for storing the zero in the memory 18.

Dem Speicher 18 ist ein seriell-parallel wandelndes Schieberegisters 19 nachgeschaltet, das mit dem gleichen Take beaufschlagt wird wie der Speicher 18. Am Ausgang des Schieberegisters steht die gesendete Impulsfolge als paralleles Datenwort zur Verfügung.The memory 18 is followed by a serial-parallel shift register 19, to which the same take is applied as the memory 18. At the output of the shift register the transmitted pulse train is available as a parallel data word.

In einer Schaltungsvariante ist der Speicher 18 mit dem ersten Speicherelement des Schieberegisters 19 identisch.In one circuit variant, the memory 18 is identical to the first memory element of the shift register 19.

Durch das Senden von Adressen jeweils nacheinander in der wahren und in der invertierten Form werden bezüglich der Adressen immer gleich viele positive und negative Impulse gesendet, so daß der sich daraus ergebende Gleichanteil exakt gleich Null ist. Wählt der Benutzer eine Betriebsart, nach der die Fahrtrichtung in Bezug auf das Fahrzeug bestimmt wird, gilt obige Betrachtung auch für das Sync-Zeichen. Wählt der Benutzer die Betriebsart, bei der die Fahrtrichtung schienenbezogen gewählt ist, wird dieser Ausgleich nur dann exakt erreicht, wenn das Sync-Zeichen für sich gleich viele negative und positive Impulse aufweist. In den Zeiten, in denen nur Energie und keine Information übertragen wird, folgen stets Impulse wechselnder Polarität aufeinander, die ebenfalls den Gleichwert Null ergeben.By sending addresses one after the other in the true and in the inverted form, the same number of positive and negative pulses are always sent with respect to the addresses, so that the resulting direct component is exactly zero. If the user selects an operating mode according to which the direction of travel in relation to the vehicle is determined, the above considerations also apply to the sync symbol. If the user selects the operating mode in which the direction of travel is selected in relation to the rail, this compensation can only be achieved exactly if the sync symbol has the same number of negative and positive impulses. In times when only energy and no information is transmitted, pulses of alternating polarity follow each other, which also result in the equivalent value of zero.

Claims (5)

1. A device for supplying power to and controlling several electrically operated model vehicles (7) on one circuit (8) using a stationary control circuit (5) which transmits the control pulses to the circuit (1) in the form of positive and negative pulses and, at the same time, provides the electrical energy to be supplied to the model vehicles (7) in those pulses, characterized in that the pulses separated from one another by pulse intervals are delivered to the circuit (1) via one or more capacitors (6) to permit the simultaneous operation of conventional d.c.-operated model vehicles (4); in that, in those periods when no information is being transmitted, power is supplied to the model vehicles (7) in the form of the alternately positive and negative pulses transmitted at the transmission frequency; and in that the pulse frequency selected is so high that the inductance of the conventional d.c.-operated electric motors of the model vehicles (4) represents such a high resistance to the pulse sequences transmitted that the model vehicles (4) are not affected by those pulse sequences of which the energy consumption is minimal.
2. A method as claimed in claim 1, characterized in that the mean d.c. voltage value of the pulse sequence approaches zero.
3. A method as claimed in claim 1, characterized in that a pulse telegram for influencing a model vehicle (7) consists of a first part for determining the direction of travel of which the end represents the beginning of a second part for the selective response of the model vehicles (7
4. A method as claimed in claim 1, characterized in that that part of the pulse diagram intended for the selective response of the model vehicle (7) is recognized in its true and inverted form by the model vehicle so that recognition takes place independently of the polarity of the receiver.
5. A method as claimed in claim 1, characterized in that that part of the pulse diagram intended for the selective response of the model vehicle (7) is successively transmitted in its true and inverted form by the stationary control circuit (5) so that the receiver responds independently of the polarity.
EP80108015A 1980-01-08 1980-12-18 Apparatus for supply and control of several electrically driven model vehicles Expired EP0031935B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT80108015T ATE11873T1 (en) 1980-01-08 1980-12-18 DEVICE FOR SUPPLYING AND CONTROLLING SEVERAL ELECTRICALLY OPERATED MODEL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19803000423 DE3000423A1 (en) 1980-01-08 1980-01-08 METHOD FOR SIMULTANEOUSLY SELECTIVE TRANSMISSION OF DIGITAL INFORMATION AND ELECTRIC MODEL VEHICLES ON A CIRCUIT
DE3000423 1980-01-08

Publications (3)

Publication Number Publication Date
EP0031935A2 EP0031935A2 (en) 1981-07-15
EP0031935A3 EP0031935A3 (en) 1981-07-22
EP0031935B1 true EP0031935B1 (en) 1985-02-20

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Application Number Title Priority Date Filing Date
EP80108015A Expired EP0031935B1 (en) 1980-01-08 1980-12-18 Apparatus for supply and control of several electrically driven model vehicles

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EP (1) EP0031935B1 (en)
AT (1) ATE11873T1 (en)
DE (2) DE3000423A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3927651A1 (en) * 1989-08-22 1991-03-14 Doehler Peter Dipl Kaufm METHOD AND CIRCUIT ARRANGEMENT FOR IDENTIFYING A LOCOMOTIVE WITHIN A MODEL RAILWAY SYSTEM

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2601790A1 (en) * 1976-01-20 1977-07-21 Bastian Dipl Ing Ingbert Control system for model electric railway - has pulsed DC which controls speed and direction of trains drawn by three different locomotives
GB2007895B (en) * 1977-10-13 1982-02-10 Rovex Ltd Remote control systems and transmitters and receivers therefor
GB2014770B (en) * 1978-02-20 1982-03-17 Goddin L Model railway system
GB2031624B (en) * 1978-08-15 1982-03-31 Rovex Ltd Remote control of electrical devices
DE2904510A1 (en) * 1979-02-07 1980-08-14 Fraunhofer Ges Forschung DIGITALIZED METHOD FOR THE SIMULTANEOUS CONTROL OF MULTIPLE ELECTRICALLY DRIVEN MODEL VEHICLES ON A CIRCUIT

Also Published As

Publication number Publication date
ATE11873T1 (en) 1985-03-15
DE3000423A1 (en) 1981-07-09
EP0031935A2 (en) 1981-07-15
EP0031935A3 (en) 1981-07-22
DE3070233D1 (en) 1985-03-28

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