JP2001054684A - Centralized control device for railroad model - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize direction and speed control train by train and the efficient switching of a switch in a centralized control device for a railroad model. SOLUTION: Signals including pulse type serial control signals in DC power transmission signals to a rail 52 are supplied to a plurality of trains 50 and station parts 60 with characteristic identification numbers set. The control signal includes operation information based on switch setting on control panels 22, 24 of a center part 20 and the identification number of the operated object train or station part. Each of the trains and station parts separates the control signal from the input signal, then discriminately receives only the control signal including the self-identification number and controls each motor or the like.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for controlling operation of a train and switching of a switch in a model railway.

[0002]

2. Description of the Related Art A railway model has a train, a track, and a control device as main components. A track is composed of a combination of rail elements that can be freely laid out, and a point (a so-called point) is provided at a branch point of the track. Control of trains in conventional railway models involves changing the direction of current flow applied to the rails, which are conductors, that is, the polarity of the power supply voltage, thereby changing the direction of travel of the train, and changing the magnitude of the voltage to change the speed of the train. ing. In addition, a control signal for switching a switch has been to connect a power supply device and each of the switches by a control line, and to transmit a switch signal.

[0003] As described above, the conventional control device for a railway model uses the output of an analog type constant voltage power supply for driving a motor of a train and a switch as a control signal as it is.

[0004]

However, according to the prior art, when a plurality of trains are run on the same electrically conductive track, a simple running of the same speed and the same direction is performed for all trains. Could only be realized. Such restrictions severely diminish the recreational value of enjoying the model train as a hobby. In addition, since the number of control lines for switching the switch is necessary, the number of control lines is necessary, so the larger and more complicated the model, the more complicated the control line wiring becomes, and the more complicated the model creation becomes. In some cases, it also hindered the layout.

In view of the above-mentioned problems of the prior art, the present invention provides a railway capable of freely controlling the traveling direction and speed for each train, and enabling simple and efficient switching of a switch. It is an object to provide a centralized control device for a model.

[0006]

In order to achieve the above object, the present invention provides the following arrangement.

[0007] (1) For a plurality of trains each having a drive motor mounted thereon and having a unique identification number, a power supply by a DC power supply to the drive motor via a conductive rail is used for a train in a model railway. In a centralized control device, an operation unit including manual input means capable of setting operation information including speed and direction for each train and transmitting a signal based on the operation information input for each train for each train A transmission control unit for sequentially receiving a signal based on operation information transmitted for each train, and sequentially transmitting a control signal to which an identification number of the train is added in addition to the operation information signal for each train, A power supply unit that includes a signal superimposition unit that superimposes a control signal from the transmission control unit on a DC voltage from the DC power supply that supplies power to a drive motor, and a power supply unit that transmits the superimposed signal to the rail. A separating unit that is provided in each train, receives a superimposed signal transmitted to the rail, and separates the DC voltage component and the control signal component from the superimposed signal; A receiving unit that amplifies and shapes the control signal component separated by the unit, and determines whether the identification signal matches the unique identification number set for the train, and the identification numbers match. Only in such a case, a decoding unit that converts the operation information signal included in the control signal into a motor driving signal, and a motor that is provided in each of the trains and controls the driving motor based on the signal converted by the decoding unit A driving unit.

(2) A unique identification number that includes a group of switches each including one or a plurality of switches and controls a motor that drives each of the switches of the group of switches. In a centralized control device for a group of switches in a railway model, which supplies electric power from a DC power supply to the drive motor via a conductive rail to a plurality of stations where An operation unit having manual input means capable of setting operation information including the position of the steering device and capable of transmitting a signal based on the operation information input for each station to each station; A transmission control unit for sequentially receiving signals based on the operation information, and sequentially transmitting a control signal to which an identification number of the station is added in addition to the operation information signal for each station.
A power supply unit that includes a signal superimposition unit that superimposes a control signal from the transmission control unit on a DC voltage from the DC power supply that supplies power to the drive motor, and a power supply unit that transmits the superimposed signal to the rail. A separation unit that is provided in each of the station units, receives a superimposed signal transmitted to the rail, and separates the DC voltage component and the control signal component from the superimposed signal,
A receiving unit that is provided in each of the stations and amplifies and shapes the control signal components separated by the separating unit, and whether the identification signal matches the unique identification number set in the station. And a decoding unit that converts the operation information signal included in the control signal into a motor drive signal only when the identification numbers match, provided in each of the station units, and converted by the decoding unit. A motor drive unit for controlling the drive motor by a signal.

(3) The centralized control device for a railway model includes both the centralized control device for a train described in the above (1) and the centralized control device for a group of switches described in the above (2). .

(4) In any one of the above (1) to (3), the operation section transmits a signal based on the operation information in a parallel format, and the transmission control section converts the signal based on the operation information into a signal. The control signal to which the identification number is added is transmitted in a serial format.

(5) In any one of the above (1) to (4), the decoding section receives the operation information signal included in the control signal in a serial format and converts the operation information signal into a parallel motor drive signal. Shall be converted.

(6) In any of the above (1), (3), (4) or (5), the operation information for the train includes brake information.

(7) A centralized control device for a train in a model railway that supplies electric power to a plurality of trains each having a drive motor mounted thereon and having a unique identification number set thereto through a conductive rail. An operation unit comprising: manual input means capable of setting operation information including speed and direction of each train, and capable of transmitting a signal based on the operation information input for each train to each train; A transmission control unit for sequentially receiving a signal based on the operation information transmitted for each train, and sequentially transmitting a control signal to which an identification number of the train is added in addition to the operation information signal for each train, A power conversion unit that converts the converted power signal to the rail while retaining the waveform, and a power conversion unit that is provided in each of the trains and receives the power signal transmitted to the rail; Directly A separating unit that separates the component into the control signal, and determines whether the identification signal included in the control signal matches the unique identification number set for the train, and the identification numbers match. Only in such a case, a decoding unit that converts the operation information signal included in the control signal into a motor driving signal, and a motor that is provided in each of the trains and controls the driving motor based on the signal converted by the decoding unit A driving unit.

(8) A unique identification number that includes a group of switches each including one or a plurality of switches and controls a motor that drives each of the switches of the group of switches. In a centralized control device for a group of points in a railway model, which supplies power from a DC power supply to the drive motor via a conductive rail to a plurality of station sections set with An operation unit having manual input means capable of setting operation information including the position of the container and capable of transmitting a signal based on the operation information input for each station, for each station; A transmission control unit for sequentially receiving a signal based on the operation information, and sequentially transmitting a control signal to which an identification number of the station is added in addition to the operation information signal for each station;
Converting to a power signal while holding the waveform of the control signal,
A power conversion unit that transmits the converted power signal to the rail; and a separation unit that is provided in each of the stations and receives the power signal transmitted to the rail and separates the power signal into a DC component and the control signal. Part, determine whether or not the identification signal included in the control signal matches the unique identification number set in the station unit, only if the identification number matches, included in the control signal A decoding unit that converts the operation information signal into a motor driving signal, and a motor driving unit that is provided in each of the stations and controls the driving motor based on the signal converted by the decoding unit.

(9) A centralized control device for a railway model, including the configuration of (7) and the configuration of (8).

(10) In any one of the constitutions (7) to (9), the operation section transmits a signal based on the operation information in a parallel format, and the transmission control section transmits the signal based on the operation information. A control signal in which the identification number is added to a signal based on the control signal is transmitted in a serial format.

(11) In any one of the constitutions (7) to (10), the decoding section receives the operation information signal included in the control signal in a serial format, and
It is converted into a parallel motor drive signal.

(12) The above (7), (9), (10)
Alternatively, in the configuration of (11), the operation information on the train includes brake information.

[0019]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic overall configuration diagram of a train model centralized control device 10 according to the present invention. The device 10 includes a central part 20, a vehicle upper part 50, and a station part 60.

The center section 20 has three main components.
The first component is an operation unit 22, 2 for the operator to manually input control information to operate the train and the switch.
4. The second component is a transmission control unit 32 that converts an operation signal based on an input to the operation units 22 and 24 and generates a pulse signal to be superimposed on a drive power output of a train and a switch. . The third component is a power supply unit 42 that modulates a pulse signal obtained by the transmission control unit 32, superimposes the pulse signal on a drive power supply output, and sends it to the rail.

The operation section comprises a switch operation section 22 and a train operation section 24. The switch operating unit 22 includes a plurality of switch groups α, β, γ. . Operation panel 23a,
23b, 23c. . Is provided. In the present invention, a unique identification number is assigned to each switch group. One switch group usually includes a plurality of switches, and each of the switches belonging to the same group is controlled based on one identification number. The operator can input control information by using appropriate switches provided on each operation panel. Details of each operation panel of the switch operating unit 22 will be described later with reference to FIGS.

A plurality of trains A, B,
C. . Operation panels 25a, 25b, 25
c. . Is provided. In the present invention, a unique identification number is assigned to each train. On each operation panel, a direction switch 28 for setting the traveling direction of the train and a speed switch 29 for setting the speed are provided. The operator
Control information can be input by these switches.

An operation signal based on an input to the operation units 22 and 24 by the operator is sent to a transmission control unit 32 through transmission lines 26 and 27. Transmission control unit 32 in FIG.
Is a schematic representation of a conversion method for an operation signal, and is actually configured by a logic circuit or software. In this example, the operation signal in the parallel format is converted to the serial format and output to the transmission line 34 as a series of pulse signals.

The power supply section 42 has a constant voltage power supply, that is, a DC power supply 44 for supplying electric power for driving the train and the switch to the rail. The output of DC power supply 44 is line 45
To the output line 46 through the signal superimposing unit 43. At this time, in the signal superimposing unit 43, the pulse signal input from the line 34 is modulated and superimposed on the DC power output from the line 45. Thus, the DC power supply output carries control information included in the pulse signal. Therefore, the output line 46 of the power supply unit 42 is a line for supplying drive power for the train and the switch, and also serves as a transmission line for a control signal including control information. Hereinafter, the signal on the output line 46 may be referred to as a “superimposed signal”.

Regarding the form of each part in the embodiment, the operation parts 22, 24, the transmission control part 32, and the power supply part 42 may be formed compactly as one integrated unit. One or two may be an integrated unit, and any one may be an independent unit, and each may be an independent unit. In the train operation section 24, each operation panel may be formed independently or separably in order to cope with a case where different operators control each train. Various forms other than these are possible.

Transmission line 46 for superimposed signal from power supply unit 42
Are connected to appropriate portions of the rail 52. The upper part 50 of the train receives a superimposed signal from the power supply circuit 42 via the rails 52 and the wheels 51 which are conductors. On the other hand, station 6
0 also receives a superimposed signal from a signal receiving line 61 connected to an appropriate part of the rail 52.

The signal processing performed on the superimposed signal in the upper part 50 and the station part 60 is basically the same, so that the outline of the upper part 50 will be described. First, the superimposed signal input to the upper part 50 of the vehicle is separated into a control signal and a drive signal in a signal / power supply separation unit 53. After the separation, the drive signal that is a DC component is rectified and used as a drive power source 57 for the train motor 59. Preferably, part of it is
It is also used as a constant voltage source 56 for a logic circuit included in 0. On the other hand, the control signal, which is a pulse component, is amplified in the receiving unit 54, and the decoding unit 55 identifies a pulse signal including its own ID, and extracts the control information. Then, the extracted control information is transmitted to the motor drive unit 58. The motor drive unit 58 operates the motor 59 according to the received control information.

In the case of the station section 60, the point different from the vehicle upper section 50 is that the motor drive section is a switch drive section 68, and the switch drive section 68 is a switch (or a switch group). ) 70 is driven. In this specification, for simplicity of description, it is assumed that one station section has control over one switching device group. Therefore, a unique identification number is assigned to each station. In addition, for convenience, it is called a "station part", but it is not always necessary to have the appearance of a so-called "station" in order to implement. Further, in the case where the station has one switch, the components included in the station described in this specification may be directly provided in the one switch. .

FIGS. 2 and 3 are timing charts for explaining the principle of the centralized control system in the present apparatus. First, FIG. 2 shows an example of a traveling control signal of a train. FIG.
2A shows a pulse signal output from the transmission control unit 32 in FIG. 1, and FIG. 2B shows an output signal of the receiving unit 54 in the upper part 50 of the vehicle corresponding to the pulse signal in FIG. Is shown. In this example, the identification number (ID) is “0001000
This corresponds to a case where control information in which the direction is set to the “positive” direction and the speed is set to “3” is transmitted to the train A that is “0”.
The operator transmits these pieces of control information to the operation panel 25a of FIG.
Enter manually from. Operation panel 25a based on input signal
Is output to the transmission control unit 32. Then, in the transmission control unit 32, the ID signal and the operation signal of the train A are converted into a serial format and output to the transmission line 34 as a pulse signal. As shown in FIG. 2, it is preferable that the pulse signal has a format in which an 8-bit (1 byte) ID signal is repeated twice and then an 8-bit operation signal data is repeated twice. A start bit S is added before each of these four bytes, and the bytes are transmitted sequentially from the least significant bit.

For example, when 8 bits are used as a train identification number, 16 trains can be controlled by assigning decimal numbers "16" to "31". In this case, the ID data is represented by a binary number. So "0000000" ~
It is represented as “00011111”. In the example of FIG.
Is a decimal number "16", so the binary ID code is "00".
010000 ”.

As for the operation signal data, the forward / reverse direction of the traveling direction is indicated by 20 bits being "0" or "1", and the speed is indicated by 21 to 23 bits. For example, when the speed is changed in six steps from "0 (stop)" to "5", "000" to "101" are represented by binary numbers. In the example of FIG. 2, since the direction is “positive” and the speed is “3”, the operation signal data is “00000110”. In this case, 4-digit bits 24 to 27 are reserved.

The reason why the ID signal and the operation signal data are repeated twice each is to ensure accurate signal transmission. That is, the signal processing circuit in the upper part of the car is the first ID
At the stage of receiving the signal, the system waits as it is, and then the same I
When the D signal is received, it is determined that the first ID signal is correct. Then, reception of the operation signal data is permitted. The operation signal data is processed as a correct signal only when the two signals are the same.

Next, FIG. 3 shows an example of a switching control signal of the switch. FIG. 3A illustrates an output voltage of the transmission control unit 32 in the central unit 20 of FIG. 1, and FIG. 3B illustrates an output voltage of the reception unit 64 in the station unit 60 of FIG.
In this example, a switch group P under its own control is assigned to a switch group α having an identification number (ID) of “01000000”.
2 and P4 are "inversions" and correspond to the case of transmitting a command to make the other pointers "localized"("localization" and "inversion" of the pointers are Each of two different positions of the vessel). The operator manually inputs these pieces of control information from the operation panel 23a of FIG. The operation signal based on the input control information is sent to the transmission control unit 32, and is output to the transmission line 34 in a serial format together with the ID signal of the switch group α. As shown in FIG. 3, the pulse signal may have a format in which an 8-bit (1 byte) -length ID signal is repeated twice, like the train control signal, and then the 8-bit-length operation signal data is repeated twice. Preferably, a start bit S is added before each of these four bytes, and the bytes are transmitted sequentially from the least significant bit.

For example, when 8 bits are used as an identification number of a group of switchgears, that is, a station section which controls the group, 10 bits
By assigning hexadecimal numbers “64” to “79”, 16
The station portion can be controlled, in which case the ID code is "01000000" to "0100111" in binary.
1 ". In the example of FIG. 2, the ID is decimal “6”.
4 ", so the binary ID code is" 01000000 "
Becomes The identification number assigned to each train must be different from the identification number assigned to each station.

As for the operation signal data, the localization and the inversion for each of the switches in the group of switches are indicated by whether each bit of 20 to 27 is "0" or "1". In the example of FIG. 3, since the switches P2 and P4 are "inversion" and the other switches are "localized", the operation signal data is "0000101".
0 ".

Next, each part of the present apparatus will be described in detail. FIG. 4 shows an operation panel 23a in the switch control operation unit 22 of FIG. On the operation panel, a line layout around the group of switches α controlled by the operation panel is schematically depicted. In the layout shown in the figure, since there are four branch points, four switches P1, P2, P3 and P4 are respectively arranged at the branch points on the actual model track. pA, pB, p
C. . pE is a manual switch, and is arranged on each track. The switches directly related to the switching of the four switches are pB, pC, pD, pF, pG and pH. The operator turns on and off these switches to select whether or not to pass the train on the track. The localization and inversion of the switches P1 to P4 are determined based on the ON / OFF of these switches. IA, IB, IC. . IJ,
It is a marking element such as a light emitting diode disposed on each track, and the marking element on the track through which the train can pass is lit.

FIG. 5 is a circuit diagram showing an embodiment of an operation circuit corresponding to the operation panel 23a of FIG. Switches pB, pC, pD, pF, pG and p on the operation panel
When the on / off state of H is input to the terminals b0 to b5 of the logic IC, the lighting / off state of the indicating elements IB to IR is determined based on the input, and the localization and inversion of the four switches P1 to P4 are further determined. Is output to the lines ch1 to ch4. The lines ch1 to ch4 correspond to the line 26 extending from the operation panel 23a in FIG.

FIG. 6 shows the operation panel 23a of FIGS. 4 and 5.
Switch input and each switch P1 based on the switch input
It is a figure which shows the flow of determination of the correct / reverse position of -P4, and the determination of lighting / extinguishing of each of the marking elements IB-IR.

FIG. 7 is a circuit diagram showing an example in which the transmission control unit 32 of FIG. 1 is implemented by a logic circuit. As shown in FIG. 1, the operation signal is sent from each of the plurality of operation panels. In the circuit shown in FIG. 7, parallel operation signals c1 to c6 sent from one operation panel are converted into one logic IC.
Receives the operation signal, converts the operation signal in the parallel format into the serial format, and transmits the signal. In this example, five logic ICs (C0, C1, C5) that receive operation signals from five operation panels are received.
2, C3, C4) are provided. The number of input lines to each logic IC is six in the illustrated example. Although the identification signal and the data signal shown in FIGS. 2 and 3 have a maximum of 8 bits, it is not always necessary to provide eight operation signal transmission lines, and the minimum number is sufficient. In FIG. 7, the logic IC (R0) shown at the upper right issues request signals req0 to req4 requesting the logic ICs C0 to C4 to transmit a serial pulse signal corresponding to an operation signal.

FIG. 8 is a flowchart of the control executed by the logic IC (R0). First, the logic IC (R0)
A request signal req0 for transmission instruction is sent to (C0). Thereafter, the logic IC (R0) waits for 75 ms (during this time, the logic IC (C0) receives the serial signal (sd
0)). After that, the logic IC (R0) is 75m
s, a request signal re for transmission instruction is sequentially sent to the logic ICs (C2) to (C4) while providing a standby time of s.
Send q1 to q4.

FIG. 9 is a flowchart of the control executed by each of the logic ICs (C0 to C4) while the logic IC (R0) is on standby in FIG. First, the terminal a0 of each logic IC receives a transmission instruction request signal from the logic IC (R0). When the request signal is received, the signal is serial-converted according to the input signals input to the terminals b0 to b7 from the input lines c1 to c6 and output to the terminal a1 (sd0 to sd4).

When the control shown in FIGS. 8 and 9 is executed by the circuit shown in FIG. 7, the output logic IC (S0) outputs the signal shown in FIG.
A serial signal as schematically shown in FIG. Thus, signals relating to each ID number are sequentially output. By setting a sufficient blank period between each other, it is determined clearly. In FIG. 8, the blank period is set to 75 ms, but a period of approximately 70 to 100 ms is appropriate.

FIG. 11 shows an embodiment of the power supply section 42 in FIG. The pulse signal from the transmission control circuit shown in FIG. 7 is input from the upper left of the circuit of FIG.
It is a pulse modulation signal of 0 kHz. On the other hand, the circuit in the lower half of FIG. 11 constitutes a constant voltage stabilized power supply 44 that rectifies an AC commercial power supply and generates a DC voltage. The constant voltage power supply 44 generates two constant voltages of 12 V and 5 V, and the constant voltage of 12 V is used as a drive power supply for driving the train and the switch. The constant voltage of 5 V is used as a drive power supply for a logic circuit included in the center of the device.

At the output point 43 of the 12 V DC power supply,
A superimposition signal is generated by superimposing the above-mentioned pulse modulation signals, and is transmitted to a transmission line 46 connected to the rail.

FIG. 12 shows an example of a signal processing circuit in a train, that is, an upper part 50 of a car. The superimposed signal transmitted to the rail is input to the signal processing circuit of the upper part 50 of the vehicle via the wheels of the train. The input signal is separated by a signal separation unit 53 into a pulse component including control information and a DC component serving as a driving power supply. In the illustrated example, a pulse component is extracted using the frequency characteristics of the coil.

After the separated DC components are rectified, a constant voltage circuit generates 12 V as a driving power source 57 and 5 V as a logic circuit power source 56.

On the other hand, the separated pulse component is
4 where it is amplified and shaped. At this point, the pulse signal containing the control information remains in the serial format. Thereafter, the pulse signal is sent to the decoding unit 55 and input to the terminal a0. The decoding unit 55 first determines whether or not the ID signal included in the received pulse signal matches its own ID. As mentioned earlier,
After determining that the two repetition ID signals are the same,
The received ID is compared with its own ID.

When the decoding unit 55 determines that it matches its own ID, it converts the data signal containing the control information into a parallel format and outputs it to b0 to b7. That is, FIG.
An operation signal based on the input from the operation units 22 and 24 is reproduced. The output parallel signal is sent to the motor drive unit 58. In the motor drive unit 58, the direction of the drive current to the motor is switched according to each bit data of the operation signal to reverse the traveling direction, or the motor rotation speed is changed to a predetermined speed. Motor drive unit 5 of FIG.
Reference numeral 8 denotes an embodiment in which a motor is driven using a motor driving IC. The motor is controlled according to the code output of the motor driving IC.

FIG. 13 shows another embodiment which differs from FIG. 12 only in the motor driving section 58. The motor is controlled by driving a relay via an array for driving the motor.

FIG. 14 is a flowchart of the control performed by the decoding unit 55 in the signal processing circuits of FIGS. 12 and 13. It starts at step 100 and at step 101 a0
Read 1 byte data from terminal. Then step 1
In 02, it is determined whether or not the read data matches its own ID. If they match, step 10
In step 3, one byte of data is read from the a0 terminal. Then, in step 104, it is determined whether or not the read data matches its own ID. If they match again, one byte of data (control information) is read from the terminal a0 in step 105,
In step 106, the read data is stored in the temporary storage unit. In step 107, one-byte data (control information) is further read, and in step 108, it is determined whether the read data is the same as the data stored in the temporary storage unit. If they are the same, in step 109, the train motor is driven based on the control information data. In the case of the embodiment shown in FIG. 12, the control information data is converted into the code of the motor driving IC and set, and the motor is driven. In the case of the embodiment of FIG. 13, control information data is supplied to a motor driving transistor array, and a speed and direction relay is operated by the transistor array to drive the motor.

If the 1-byte data does not match its own ID in step 104, the process returns to step 101 to read the next 1-byte data. Step 108
In the case where the read data (control information) is not the same as the stored data, the process also returns to step 101,
Read the next one byte of data.

In step 102, if the 1-byte data does not match its own ID, the control flow branches to a train ID writing flow. In step 110, it is determined whether the read data is a train ID write code. If it is not the train ID write code, the process returns to step 101. If the code is a train ID write code, one byte of data is further read in step 111, and it is determined again in step 112 whether the code is a train ID write code. If the code is a train ID write code, in step 113, a0
1-byte data is read from the terminal, and step 114
At a temporary storage location. Next, step 115
At step 116, one byte is read again from the terminal a0, and at step 116, it is determined whether or not the read data is the same as the stored data. If they are the same,
In step 117, the self ID is stored in the data memory.
Write as Thereafter, control returns to step 101. If, in step 112 or step 116, they are not identical or identical, control returns to step 101.

FIG. 15 shows an example of a signal processing circuit in the group of switches, that is, the station section 60. The superimposed signal transmitted to the rail is received by the receiving line 61 connected to the rail.
To the signal processing circuit of the station 60 via. The signal processing circuit of the station unit 60 is exactly the same as the signal processing circuit of the vehicle upper part 50 shown in FIG. The station unit 60 is provided with a switch driving unit 68 that drives a group of switches (including four switches 70 in the illustrated example) under the jurisdiction.

FIG. 16 is a flowchart of the control performed by the decoding unit 65 in the signal processing circuit of FIG. This flowchart is basically the same as that of the decoding unit 55 in the upper part 50 of the vehicle shown in FIG.

FIG. 17 shows preferred components added to the central portion 20 of FIG. This component is a notch coasting control unit 80 that can control the notch coasting of the train and the operation of acceleration and brake. Notch coasting is an operating method used in normal train operation, and means that when a certain speed is reached, the power is turned off and the train is operated by coasting. Acceleration and braking are used as appropriate to accelerate and decelerate the train. To manually enter these operations, an operation panel (not shown) is provided with switches 82 and 84 for determining the respective levels of notch coasting and braking in steps. Further, a direction switch 83 for specifying the traveling direction of the train may be included. Operation information input from these operation switches is sent to the input unit 86 of the logic circuit 85 for processing.
The signal is sent from the output unit 87 to the transmission control circuit 32 in FIG. After that, it is sent to the upper part of the vehicle in exactly the same way as the above-mentioned train speed and direction control signal, and controls the train motor on the upper part of the vehicle. Further, the logic circuit 85 in FIG. 17 can visually indicate the operation status by outputting a signal to a sign element 88 normally provided on the operation panel.

FIG. 18 is a flow chart of the control of the logic circuit 85 shown in FIG. In step 200, control is started. In step 201, terminals a0, a1 and b
0 to b4 are set to the output state, and terminals a2 to a4 and b
5 to b7 are set to the input state. In step 201, initial setting is performed, and maxSP (maximum speed) = 0, max
bk (maximum brake value) = 0, OUTSP (actual speed) =
0, a0 (acceleration sign) = 0, a1 (coasting sign) = 0, b
0 to b4 (output data) = 1. In step 203, the input notch operation information is read from terminals a2 to a4. Notch speed (input speed) is represented by three bits. Next, in step 204, the input brake operation information is read from terminals b5 to b7. The input brake value bk is represented by three bits. Next, in step 205, it is determined whether or not the brake has been applied. If the brake is applied, it is determined in step 206 whether the input brake value is greater than the current maximum brake value. If the maximum brake value is larger than the maximum brake value, the maximum brake value is updated with the input brake value in step 207. If the maximum brake value is smaller than the maximum brake value, the process proceeds to step 208. Step 208
, The acceleration sign a0 = 0, that is, off. Next, the actual speed is calculated as the difference between the maximum speed and the maximum brake. Next, in step 210, it is determined whether or not the actual speed is positive. If it is positive, in step 211, it is determined whether or not the actual speed is equal to or lower than the input speed from the operation panel. If it is lower than the input speed, step 2
At 12, the coasting sign a1 is turned on. In step 214, the contents of the actual speed are output as bit data to the terminals b0 to b7 in parallel. afterwards,
Return to step 203. If the actual speed is higher than the input speed in step 211, the actual speed is set to 0 in step 213, and this is set to b in step 214.
Output to 0 to b7.

If the actual speed is negative in step 210, the flow advances to step 214 to output the contents as bit data to b0 to b7. Thereafter, the flow returns to step 203.

If the brake is not applied in step 205, it is determined in step 215 whether the input speed is equal to or higher than the actual speed. If the input speed is equal to or higher than the actual speed, the maximum speed and the actual speed are updated with the value of the input speed in step 216, and the process proceeds to step 217.
At step 217, it is determined whether or not the actual speed is positive. If the actual speed is positive, in step 218, the acceleration sign a0 = 1, ie, on, and in step 219, the coasting sign a1 = 0, ie, off. Then, in step 214, the contents of the actual speed are output to the terminals b0 to b7 as bit data. If the actual speed is 0 or negative in step 217, the process proceeds to step 214,
Output to terminals b0 to b7.

If the input speed is smaller than the actual speed in step 215, it is determined in step 220 whether the actual speed is positive. If the actual speed is positive, in step 221, the coasting sign a1 = 1, that is, on, in step 222, the acceleration sign a0 = 0, that is, off, proceed to step 214, and output the actual speed.
In step 220, if the actual speed is 0 or negative, the process proceeds to step 214 and outputs the actual speed.

Next, FIG. 19 is a schematic overall configuration diagram of another embodiment of the central control apparatus 10 for a railway model according to the present invention. This embodiment also has a central part 20 and a car upper part 5.
0 and the station 60. Note that among the components in FIG. 19, components common to FIG. 1 are denoted by the same reference numerals.

In the central part 20 of the configuration shown in FIG. 19, the operation units 22, 24 and the transmission control unit 32 are common to the configuration shown in FIG. Accordingly, the transmission control unit 32 converts the parallel operation signal into a serial operation signal and outputs the serial operation signal to the transmission line 34 as a series of pulse signals. As a specific example of the serial format, the RS232C format is generally used. The feature of this configuration is that the control signal on the transmission line 34 is
8 is converted into a driving power signal while retaining the waveform, and output as a power signal. FIG.
(A) shows a power signal waveform on the output line 48 of the power conversion unit 38. With this configuration, a power signal having an amplitude of about 30 V of ± 15 V can be obtained. This power signal is
The information contained in the serial control signal is included as it is. FIG. 20B shows a signal waveform on the output line 46, that is, a superimposed signal waveform in the configuration of FIG. In the case of FIG. 20 (B), about 3 V
Control signals having an amplitude of V are superimposed.

In the configuration shown in FIG. 19, the upper part 50 of the vehicle and the station 6
0, the signal / power supply separation unit 53,
After separating the power signal into a control signal and a drive signal (DC) component by 63, the control signal is sent to the decoding units 55 and 56. As the separation method, for example, a very simple method such as voltage change using a resistor can be employed. Since the separated control signal has a sufficient amplitude and low noise waveform, it can be directly input to the decoding units 55 and 65.
The processing after the decoding unit is the same as the configuration in FIG.

According to the configuration shown in FIG. 19, since the amplitude of the power signal supplied to the rail is sufficiently large, the noise resistance is good. Therefore, there is no need to amplify and shape the separated control signal. As a result, the amplification and waveform shaping circuits can be omitted in the vehicle upper part 50 and the station part 60, and the circuits are simplified.

When the configuration shown in FIG. 19 is implemented, the operation units 22 and 24, the transmission control unit 32, and the power conversion unit 38 may be formed as an integrated unit. One or two may be an integrated unit, and the remaining one may be an independent unit, and each may be an independent unit. For example, the operation units 22, 24 and the transmission control unit 32 are implemented by input means of a personal computer and installed software, and a configuration in which the power conversion unit is an external unit is possible.

As described above, the centralized control system for the trains and the points in the model railway according to the present invention has been described by showing several embodiments. The present invention is not limited to the logic circuit, and various circuits configured according to the basic principle of the present device are all included in the scope of the present invention.

[0066]

According to the present invention, when a plurality of trains and a plurality of switch groups are arranged on a model railway, the speed and direction of each train and each switch group (station section) are included. It is possible to independently control the position of each switch. In this control, a unique control command can be transmitted to each train and each switch via a rail. Therefore, it is not necessary to separately provide wiring for each of the switches or the group of switches from the central control device, and the layout method of the conventional complicated wiring and circuit should be considered in the layout. Becomes unnecessary. Further, the present invention can be easily applied to a large-scale railway model. As a result of these,
Multiple trains can be operated at various speeds, directions and routes, regardless of the scale of the model railway,
Not only will the value of the railway model from an entertainment point of view be increased, but it will also be significant in test technical applications.

[Brief description of the drawings]

FIG. 1 is a schematic overall configuration diagram of a train model centralized control device 10 according to the present invention.

FIG. 2 is a timing chart related to a train running control signal for explaining the principle of the centralized control system according to the present invention.

FIG. 3 is a timing chart related to a switching control signal of a switch for explaining the principle of the centralized control system according to the present invention.

FIG. 4 is a diagram showing an operation panel 23a in the switch control operation unit 22 of FIG.

FIG. 5 is a circuit diagram showing an embodiment of an operation circuit corresponding to the operation panel 23a of FIG.

FIG. 6 is a diagram showing a flow of a switch input on the operation panel 23a of FIGS. 4 and 5, a flow of determining a correct / reverse position of each of the switches P1 to P4, and a determination of turning off each of the display elements IB to IR based on the switch input. is there.

FIG. 7 is a circuit diagram showing an example in which the transmission control unit 32 of FIG. 1 is implemented by a logic circuit.

FIG. 8 is a flowchart of control executed by a logic IC (R0) in FIG. 7;

9 is a flowchart of control executed by each of the logic ICs (C0 to C4) while the logic IC (R0) is on standby in FIG.

FIG. 10 is a diagram schematically showing control signals for each ID number sequentially output.

11 is a diagram showing an embodiment of the power supply unit 42 in FIG.

12 is a diagram showing an example of a signal processing circuit in the train in FIG.

FIG. 13 is another embodiment that differs from FIG. 12 only in the motor drive unit 58;

FIG. 14 is a flowchart of control performed by a decoding unit 55 in the signal processing circuits of FIGS. 12 and 13;

FIG. 15 is a diagram showing an example of a signal processing circuit in a group of switches, that is, a station unit 60.

FIG. 16 is a flowchart of control performed by a decoding unit 65 in the signal processing circuit of FIG. 15;

FIG. 17 shows preferred components added to the center section 20 of FIG.

FIG. 18 is a flowchart illustrating control of the logic circuit 85 illustrated in FIG. 17;

FIG. 19 is a schematic overall configuration diagram of another embodiment of the central control apparatus for a railway model 10 according to the present invention.

20A shows a signal waveform on the output line 48 in the configuration of FIG. 19, and FIG. 20B shows a signal waveform on the output line 46, that is, a superimposed signal waveform in the configuration of FIG.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Centralized control device for railway models 20 Central part 22 Pointer control operation part 23a, 23b, 23c Pointer operation panel 24 Train control operation part 25a, 25b, 25c Train operation panel 26 Pointer operation signal transmission Line 27 Train operation signal transmission line 28 Train direction switch 29 Train speed switch 32 Transmission control unit 34 Pulse signal transmission line 38 Power conversion unit 42 Power supply unit 43 Signal superimposition unit 44 DC power supply 45 DC power output line 46 Superimposition signal transmission line 48 Power Signal transmission line 50 Upper part of car 51 Wheel 52 Rail 53 Signal separation part (Top part of car) 54 Receiver part (Top part of car) 55 Decoding part (Top part of car) 56 Power supply for logic (Top part of car) 57 Power supply for driving (Top part of car) 58 Motor Drive unit 59 Motor 60 Station unit 61 Superimposed signal receiving line 63 Signal separation unit (Station unit) 64 Receiving part (station part) 65 Decoding part (station part) 66 Logic power supply (station part) 67 Driving power supply (station part) 68 Pointer driving part 70 Pointer

Claims (12)

[Claims] A centralized train for a plurality of trains each equipped with a drive motor and assigned a unique identification number, which supplies power from the DC power supply to the drive motor via a conductive rail. In the control device, an operation unit that includes manual input means that can set operation information including speed and direction for each train and that can transmit a signal based on the operation information input for each train for each train, A transmission control unit for sequentially receiving signals based on operation information transmitted for each train, and sequentially transmitting a control signal to which an identification number of the train is added in addition to the operation information signal for each train, A power supply unit for superimposing a control signal from the transmission control unit on a DC voltage from the DC power supply for supplying power to a motor, and a power supply unit for transmitting the superimposed signal to the rail; A separating unit provided in each train, for receiving the superimposed signal transmitted to the rail, and separating the DC voltage component and the control signal component from the superimposed signal; and a separating unit provided in each train. And a receiving unit for amplifying and waveform shaping the control signal component separated by the above, and determine whether the identification signal matches the unique identification number set for the train, and when the identification numbers match Only, a decoding unit that converts the operation information signal included in the control signal into a motor drive signal, and a motor drive that is provided in each of the trains and controls the drive motor based on the signal converted by the decode unit. And a centralized control device for a railway model. 2. A system comprising a group of switches each comprising one or a plurality of switches, which controls the motors for driving each of the switches of said group of switches and assigns a unique identification number. A centralized control device for a group of switches in a railway model for supplying electric power from a DC power supply to the drive motor via a conductive rail to a plurality of set stations, wherein each of the switches for each station is provided. An operation unit having manual input means capable of setting operation information including a position of a container and capable of transmitting a signal based on the operation information input for each station for each station, and an operation transmitted for each station A transmission control unit for sequentially receiving a signal based on the information and sequentially transmitting a control signal to which an identification number of the station is added in addition to the operation information signal for each station, and the DC for supplying power to the drive motor. The transmission control for DC voltage from the power supply A signal superimposing unit for superimposing a control signal from a control unit, a power supply unit for transmitting the superimposed signal to the rail, and a power supply unit provided in each of the station units, for receiving a superimposed signal transmitted to the rail and receiving the superimposed signal. A separating unit configured to separate the DC voltage component and the control signal component from the superimposed signal; a receiving unit provided in each of the station units to amplify and shape the control signal component separated by the separating unit; It is determined whether the signal matches the unique identification number set in the station, and only when the identification number matches, the operation information signal included in the control signal is used as a motor drive signal. A centralized control device for a railway model, comprising: a decoding unit for converting; and a motor driving unit provided in each of the station units and controlling the driving motor based on a signal converted by the decoding unit. 3. A centralized control device for a railway model, comprising the centralized control device for a railway model according to claim 1 and the centralized control device for a railway model according to claim 2. 4. The control unit transmits a signal based on the operation information in a parallel format, and the transmission control unit converts a control signal obtained by adding the identification number to a signal based on the operation information in a serial format. The centralized control device for a railway model according to claim 1, wherein the centralized control is transmitted. 5. The apparatus according to claim 1, wherein the decoding section receives the operation information signal included in the control signal in a serial format and converts the operation information signal into a parallel motor drive signal. A centralized control device for a railway model as described in Crab. 6. The centralized control device for a railway model according to claim 1, wherein the operation information for the train includes brake information. 7. A centralized control device for a train in a model railway, which supplies electric power to a plurality of trains each having a drive motor mounted thereon and having a unique identification number set thereto through a conductive rail. An operation unit having manual input means capable of setting operation information including speed and direction for each train, and capable of transmitting a signal based on the operation information input for each train for each train; A transmission control unit for sequentially receiving a signal based on the operation information transmitted to the control unit and sequentially transmitting a control signal to which an identification number of the train is added in addition to the operation information signal for each train; and a waveform of the control signal. Is converted to a power signal while maintaining
A power conversion unit that transmits the converted power signal to the rail; and a power conversion unit that is provided in each of the trains, receives the power signal transmitted to the rail, and separates the power signal into a DC component and the control signal. Separating unit, determining whether the identification signal included in the control signal matches the unique identification number set for the train,
A decoding unit that converts the operation information signal included in the control signal into a motor drive signal only when the identification numbers match, and is provided in each of the trains, and the signal converted by the decoding unit A centralized control device for a railway model, comprising: a motor drive unit for controlling a drive motor. 8. A system comprising a group of switches each comprising one or a plurality of switches, having jurisdiction over the motors for driving each of the switches of said group of switches and assigning a unique identification number. A centralized control device for a group of switches in a railway model for supplying electric power from a DC power supply to the drive motor via a conductive rail to a plurality of set stations, wherein each of the switches for each station is provided. An operation unit having manual input means capable of setting operation information including a position of a container and capable of transmitting a signal based on the operation information input for each station for each station, and an operation transmitted for each station A transmission control unit for sequentially receiving signals based on the information and sequentially transmitting control signals to which the station unit identification numbers are added in addition to the operation information signals for each of the station units, while retaining the waveform of the control signal Convert to a power signal,
A power conversion unit that transmits the converted power signal to the rail; and a separation unit that is provided in each of the stations and receives the power signal transmitted to the rail and separates the power signal into a DC component and the control signal. Part, determine whether or not the identification signal included in the control signal matches the unique identification number set in the station unit, only if the identification number matches, included in the control signal A decoding unit configured to convert the operation information signal into a motor driving signal, and a motor driving unit provided in each of the stations and controlling the driving motor based on the signal converted by the decoding unit. Central control device for railway models. 9. A centralized control device for a railway model, comprising the centralized control device for a railway model according to claim 7 and the centralized control device for a railway model according to claim 8. 10. The control unit transmits a signal based on the operation information in a parallel format, and the transmission control unit converts a control signal obtained by adding the identification number to a signal based on the operation information in a serial format. The centralized control device for a railway model according to any one of claims 7 to 9, wherein the centralized control is transmitted. 11. The decoding unit according to claim 7, wherein the decoding unit receives the operation information signal included in the control signal in a serial format and converts the operation information signal into a parallel motor drive signal. A centralized control device for a railway model as described in Crab. 12. The centralized control device for a railway model according to claim 7, wherein the operation information for the train includes brake information.