EP0017714B1 - Device for the simultaneous control of several electrically powered model vehicles running on one circuit only - Google Patents

Device for the simultaneous control of several electrically powered model vehicles running on one circuit only Download PDF

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Publication number
EP0017714B1
EP0017714B1 EP80100606A EP80100606A EP0017714B1 EP 0017714 B1 EP0017714 B1 EP 0017714B1 EP 80100606 A EP80100606 A EP 80100606A EP 80100606 A EP80100606 A EP 80100606A EP 0017714 B1 EP0017714 B1 EP 0017714B1
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EP
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Prior art keywords
voltage
vehicles
frequency
type
circuit
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EP80100606A
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German (de)
French (fr)
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EP0017714A1 (en
Inventor
Ulrich Dipl.-Ing. Lübbert
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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 according to the preamble of claim 1.
  • the driving behavior of the model trains is regulated via a single low voltage, which is supplied 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. Only one train can be operated independently of the other on a circuit.
  • a frequently used system 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. This system is known from Eisenbahn Magazine 2/75 p. 4446.
  • the circuit housed in the vehicle contains isolation capacitors which prevent miniaturization.
  • a system is known from miniature railways 3/1966 pp. 103-106 and 111-114 which uses a constant DC voltage to supply the vehicles with energy and various frequencies to control them.
  • the system shown there in FIG. 5 selects the positive or the negative half-waves of an alternating supply voltage depending on the desired direction of travel and switches them to the drive motor.
  • the driving speed is essentially determined by the amplitude of the AC supply voltage, and when driving slowly, also by pulse-pause modulation.
  • the operating energy is also supplied as a direct or line frequency alternating voltage (Märklin Magazin 2/1970 pp. 10-13 and 3/1975 pp. 22-23, DE-B-27 58 509, DE-B ⁇ 1075030) .
  • a simultaneous conventional operation is excluded.
  • a method which has become known according to DE-A-23 05 112 enables conventional operation to be maintained, but uses an AC voltage with an individual frequency for each additional train.
  • the trains controlled in this way require capacitors or frequency-selective filter elements to separate the DC voltage required for conventional models, which capacitors must represent a sufficiently small resistance for the power drawn from the assigned AC voltage and are mechanically large. As a result, they represent an obstacle to miniaturization and do not allow integration into a circuit that fits into models with a N gauge.
  • the alternating current of the electrical circuit is supplied via a capacitor which represents an infinitely large resistance for the direct current. So that the resistance to the supplying alternating current remains sufficiently small, the capacitance must be sufficiently large, the mechanical dimensions being an obstacle for installation in small model trains even at frequencies around 20 kHz.
  • the information receivers furthermore contain passive components which are connected to form filters in order to enable selective reception of the control information. This also results in undesirable space requirements and costs.
  • the invention has for its object to operate conventionally operated model vehicles, the direction of travel of which is controlled by the level and polarity of an applied voltage, and remote-controlled model vehicles simultaneously on one and the same circuit, without mutual interference, whereby known devices can be used for information transmission, the energy extraction of the remote-controlled model vehicles solved in a new way is that the energy for the remote-controlled model vehicles is applied to the circuit in a form that conventional model vehicles are not affected by this and that the energy for remote-controlled model vehicles is taken in doses by only active, i.e. easily integrable electronic components, without at the same time that for conventional ones operated model vehicles to withdraw the energy provided.
  • a conventional adjustable, reversible polarity direct current source 2 is connected in series with a choke 3 to a current-conducting pair of rails 1.
  • the inductor 3 forms a small resistance for direct current, but a large resistance for superimposed alternating current on the rail. This prevents alternating currents from flowing off via the direct current source. This arrangement is sufficient to operate a conventional DC train 4.
  • an alternating current source 5 is connected in series with a filter element 6 in parallel on the pair of rails 1.
  • the filter element 6 prevents the alternating current source from being flowed through by direct current and by current with a higher frequency than the alternating current.
  • the AC frequency is in this embodiment at the upper hearing limit.
  • the traction motors form such a large resistance to this frequency that only a negligible alternating current flows through them, which causes neither additional heating nor mechanical stress.
  • the operator sets the information about the desired driving state via control buttons 7, each of which has the help of the microprocessor 8 to send out individual codes which address the respective receiver 17 that is suitable for it in one of the trains to be influenced.
  • the setting of these control buttons is queried by a microprocessor 8 and converted to the information that the individual vehicles are to receive and passed on in parallel to a parallel-serial transmission interface 9. This sends the information in pulse-coded form to the rail, the coupling being effected via the capacitor 10 and the pulse duration being chosen to be so short that the inductor 3 and the filter element 6 represent a high impedance for the signals.
  • the information about the desired driving state reaches the receiver 17 via the pair of rails 1 and the capacitor 12.
  • the receiver 17 recognizes on the basis of the information received whether it applies to the vehicle 11. If this is the case, it is loaded into the digital memory 16, which continuously places the information on the power controller 15. This actuates the individual electronic switches of switch group 13 to generate the desired traction current on motor 14.
  • the power controller 15 actuates the switches of the switch group 13 (see also FIG. 2) in such a way that a DC pulse sequence arises at the points A and B at the connections of the drive motor a and b, the polarity of which depends on the desired direction of rotation and whose average DC value depends on the desired power (see also FIG. 3). From a DC voltage superimposed on the supply AC voltage, an AC voltage is simultaneously generated at the connections of the traction motor, the frequency of which is equal to that of the supply AC voltage (see also FIG. 4). It does not affect the drive motor.
  • the power controller contains 15 circuits of a conventional type which can recognize the zero crossings of the AC supply voltage.
  • the low energy for the electronic circuit for controlling the switch group 13 is taken from the AC supply voltage via a capacitor 12 and made available from the power supply 18 for the other circuit parts.
  • FIG. 2 shows schematically the design of the switch group.
  • Four electronic switches 19, 20, 21 and 22 are connected to form a ring.
  • the supply voltage is at the common point of 19 and 22, point A, and of 20 and 21, point B.
  • the driving current for the model motor is taken from the other two connection points a and b.
  • Switches 19 and 21 are operated together, as are switches 20 and 22.
  • FIG. 3 shows a diagram of the operation of the switch group 13 on the AC supply voltage.
  • the voltage Uw is at points A and B.
  • the voltage Uws is at points a and b. If the switches 19 and 21 are closed during the positive half-wave of Uw and the switches 20 and 22 are closed during the negative half-wave, the voltage Uws arises as a positive pulse current. If 19 and 21 are closed in the negative half-wave and 20 and 22 in the positive, Uws becomes the negative pulse current.
  • the mode of operation of the switches at maximum power of the traction motor is shown here. The power is reduced depending on the desired speed level by all switches remain open in some periods of the AC supply voltage, so that none Power is transferred. The desired mean value is obtained by changing the periods with full and others without power transmission.
  • FIG. 4 shows the mode of operation of the switch group 13 on a direct current U ⁇ applied to A and B. If the switches 19 and 21 or 20 and 22 are alternately closed periodically with the pulse duty factor 1: 1, an alternating pulse wave U Gs with the switching frequency and the equivalent value zero is produced.
  • Figure 5 shows an alternative way to adjust the driving performance. Varying the switching times of the electronic switches compared to the zero crossings of the AC supply voltage results in a changed DC mean value, which is maximum when switching times and zero crossings occur simultaneously and becomes minimal when the switching times are delayed by a quarter of a period compared to the zero crossings of the AC supply voltage, Uw means AC supply voltage , Uws the driving current at maximum and Uwso that at minimum power.
  • the electronic circuit of the remote-controlled vehicle 11 thus includes the small capacitor 12, the switch group 13, the receiver 17, memory 16, power controller 15 and power supply 18. These circuit parts are combined in an integrated circuit in a small space and expediently with 4 detachable contacts a, b and A, B provided, which allow easy replacement of the circuit. If conventional operation by direct current is desired for a vehicle, the circuit can easily be exchanged for an externally identical looking unit that connects points aA and bB to each other by two bridges.
  • additions to the mobile circuit are provided for controlling further electrical consumers in a remote-controlled vehicle. These consist of an expansion of the memory 16, so that in addition to the desired driving state, information about the on or off state of other consumers such as train lighting, sound generators, electromagnetic clutches etc. can be kept, which then directly actuates further electronic switches for switching these additional functions.
  • a second exemplary embodiment shows an implementation of the switch group 13, the power controller 15 and the memory 16, in which the controllable electronic switches are flowed through by current only in one direction and are also connected to voltage only in one direction.
  • the rail contacts A and B are connected to the AC inputs A 'and B' of a rectifier 23, which generates the rectified rail voltage at the connections c and d. c is always positive compared to d.
  • the rectifier 23 is a structure of switches which, like the switch group shown in FIG. 2, can connect the connection A 'to c or d and the connection B' to c or d. However, the switching process is determined exclusively by the voltage between the rail connections and cannot otherwise be influenced. So that the connections a and b of the motor 14 can now be connected to the rail connections A and B in the desired manner, additional controllable switches 24 to 27 are provided, which are controlled by the power controller 15 as follows.
  • the power controller 15 receives the information about the desired driving state from the memory 16 and uses two sensor lines connected to d and B ′ to determine whether the rectifier 23 connects A to c and B to d or whether A is connected to c and D and B . If, for example, A is connected to c and B to d and finally A is to be connected to b and B to a, switches 27 and 26 are closed.
  • the motor 14 can be connected to the rail pair 1 in such a way that, as in the first exemplary embodiment, a direct current pulse sequence at the connections of the traction motor a and b from points AC and B at points A and B. arises, whose polarity depends on the desired direction of rotation and whose direct current average depends on the desired power.
  • the effect on superimposed DC or low-frequency AC voltage is as described in the first embodiment.
  • the diodes 28 to 31 and the surge arrester 32 are provided.
  • the AC supply voltage is selected as a square-wave voltage, which changes without a direct component between a positive voltage and a negative voltage of the same magnitude and is always greater in magnitude than the superimposed voltages intended for the operation of conventional model vehicles.
  • the switching state of the rectifier 23 depends solely on the polarity of the AC supply voltage. A determination of the switching state by the power controller 15 can then be omitted.

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  • Toys (AREA)

Abstract

1. An arrangement for the simultaneous remote control of several electrically operated model vehicles on a common circuit (1), vehicles of a first type (4) being intended for operation by means of a d.c. voltage or low-frequency a.c. voltage at the same time as and independently of vehicles of a second type (11) using a stationary electronic control circuit and electrical circuits in each vehicle of the second type (11) to which information for the required operational states is transmitted from the stationary circuit and a feed a.c. voltage source (5) from which a pulsating current with a direct component is delivered to the motors of the vehicles of the second type (11) according to the required direction of rotation and power and of which the frequency is selected high enough for the vehicles of the first type not to be affected, characterized in that the information is fed into a first stage (15-17) of the electrical circuit together with the rail voltage and this first stage switches the voltage by means of a switch assembly (13) ( or 19 to 22) in dependence upon the information and the momentary voltage level in such a way that the feed a.c. voltage is delivered to the motor (14) and the d.c. or low-frequency a.c. voltage simultaneously superimposed on the feed a.c. voltage is converted into a pulsed voltage having alternating polarity, a mean value of zero and the same frequency as the feed a.c. voltage so that the vehicle motor (14) is prevented from taking up energy from the d.c. voltage or low-frequency a.c. voltage.

Description

Die Erfindung betrifft eine Einrichtung gemäß Oberbegriff des Anspruchs 1.The invention relates to a device according to the preamble of claim 1.

In der Spielwarentechnik, z.B. bei dem Betrieb einer Modelleisenbahn besteht der Wunsch, mehrere Fahrzeuge unabhängig voneinander auf einem Stromkreis zu steuern und zu betreiben. Bisherige Lösungen ermöglichen dieses nur unvollkommen.In toy technology, e.g. When operating a model railway, there is a desire to control and operate several vehicles independently of one another on a circuit. Previous solutions only make this imperfect.

In einer konventionellen Modellbahnanlage wird das Fahrverhalten der Modellzüge über eine einzige 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. Auf einem Stromkreis kann nur ein einziger Zug unabhängig vom anderen betrieben werden.In a conventional model railroad system, the driving behavior of the model trains is regulated via a single low voltage, which is supplied 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. Only one train can be operated independently of the other on a circuit.

Eine häufig verwendete Anlage 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. Dieses System ist bekannt aus Eisenbahn Magazin 2/75 S. 44­46. Außerdem enthält die in dem Fahrzeug untergebrachte Schaltung Trennkondensatoren, die einer Miniaturisierung hinderlich sind.A frequently used system 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. This system is known from Eisenbahn Magazin 2/75 p. 4446. In addition, the circuit housed in the vehicle contains isolation capacitors which prevent miniaturization.

Aus Miniaturbahnen 3/1966 S. 103-106 und 111-114 ist ein System bekannt, des eine konstante Gleichspannung zur Energieversorgung der Fahrzeuge und verschiedene Frequenzen zur Ansteuerung derselben benutzt. Das dort in Fig. 5 dargestellte System wählt je nach gewünschter Fahrtrichtung die positiven oder die negativen Halbwellen einer Speisewechselspannung und schaltet sie auf den Fahrmotor. Die Fahrgeschwindigkeit wird im wesentlichen durch die Amplitude der Speisewechseisspannung, bei Langsamfahrt auch durch Puls-Pausen-Modulation bestimmt.A system is known from miniature railways 3/1966 pp. 103-106 and 111-114 which uses a constant DC voltage to supply the vehicles with energy and various frequencies to control them. The system shown there in FIG. 5 selects the positive or the negative half-waves of an alternating supply voltage depending on the desired direction of travel and switches them to the drive motor. The driving speed is essentially determined by the amplitude of the AC supply voltage, and when driving slowly, also by pulse-pause modulation.

Bei der Anwendung dieser Systeme muß der konventionelle Betrieb mit gleichspannungs- bzw. wechselspannungsgesteuerten Fahrzeugen aufgegeben werden.When using these systems, conventional operation with vehicles controlled by direct voltage or alternating voltage must be abandoned.

Bei den bekannten Tonfrequenzsteuerungen wird die Betriebsenergie ebenfalls als Gleich-oder netzfrequente Wechselspannung zugeführt (Märklin Magazin 2/1970 S. 10-13 und 3/1975 S. 22-23, DE-B-27 58 509, DE-B―1075030). Ein gleichzeitiger konventioneller Betrieb wird dadurch ausgeschlossen.In the known audio frequency controls, the operating energy is also supplied as a direct or line frequency alternating voltage (Märklin Magazin 2/1970 pp. 10-13 and 3/1975 pp. 22-23, DE-B-27 58 509, DE-B ― 1075030) . A simultaneous conventional operation is excluded.

Die mangelnde Kompatibilität der konventionellen Betriebsweise mit den genannten Mehrzugsystemen macht die Anwendung bei großen Anlagen problematisch, weil die Vielfalt der Möglichkeiten durch Unterteilung des Schienensystems in eine Reihe konventioneller Stromkreise aufgegeben werden muß und die Mehrzugsystem nur eine sehr begrenzte Anzahl von Modellfahrzeugen ermöglichen.The lack of compatibility of the conventional mode of operation with the multi-train systems mentioned makes the application in large systems problematic, because the variety of possibilities must be abandoned by dividing the rail system into a number of conventional circuits and the multi-train system allows only a very limited number of model vehicles.

Ein nach der DE-A-23 05 112 bekanntgewordenes Verfahren ermöglicht zwar die Beibehaltung des konventionellen Betriebes, verwendet aber für jeden zusätzlichen Zug eine Wechselspannung mit individueller Frequenz. Die damit gesteuerten Züge benötigen zur Abtrennung der für konventionelle Modelle erforderlichen Gleichspannung Kondensatoren oder frequenzselektive Siebglieder, die für die aus der zugeordneten Wechselspannung gezogene Leistung einen genügend kleinen Widerstand darstellen müssen und mechanisch entsprechend groß sind. Sie stellen dadurch ein Hindernis für die Miniaturisierung dar und erlauben nicht die Integration in eine Schaltung, die in Modelle der Spurweite N paßt.A method which has become known according to DE-A-23 05 112 enables conventional operation to be maintained, but uses an AC voltage with an individual frequency for each additional train. The trains controlled in this way require capacitors or frequency-selective filter elements to separate the DC voltage required for conventional models, which capacitors must represent a sufficiently small resistance for the power drawn from the assigned AC voltage and are mechanically large. As a result, they represent an obstacle to miniaturization and do not allow integration into a circuit that fits into models with a N gauge.

Zusammenfassend gilt die Annahme, daß bestehende Einrichtungen entweder nicht kompatibel mit dem konventionellen Betrieb gleichspannungs- oder netzfrequent-wechselspannungsgesteuerter Anlagen sind oder der Gleich- bzw. netzfrequente Wechselstrom von den Fahrzeugen der Mehrzugsteuerung durch passive Schaltelemente ferngehalten werden muß.In summary, the assumption applies that existing facilities are either not compatible with the conventional operation of DC or AC frequency-controlled systems or that the DC or AC frequency must be kept away from the multi-train control vehicles by passive switching elements.

Zu dem Zweck wird der Wechselstrom der elektrischen Schaltung über einen Kondensator zugeführt, der für den Gleichstrom einen unendlich großen Widerstand darstellt. Damit der Widerstand gegenüber dem speisenden Wechselstrom genügend klein bleibt, muß die Kapazität hinreichend groß sein, wobei die mechanischen Abmessungen für den Einbau in kleine Modellbahnen auch bei Frequenzen um 20 kHz ein Hindernis darstellen. Weiterhin enthalten die Informationsempfänger passive Bauelemente, die zu Filtern zusammengeschaltet sind, um einen selektiven Empfang der Steuerinformation zu ermöglichen. Daraus ergeben sich ebenfalls unerwünschter Platzbedarf und Kosten.For this purpose, the alternating current of the electrical circuit is supplied via a capacitor which represents an infinitely large resistance for the direct current. So that the resistance to the supplying alternating current remains sufficiently small, the capacitance must be sufficiently large, the mechanical dimensions being an obstacle for installation in small model trains even at frequencies around 20 kHz. The information receivers furthermore contain passive components which are connected to form filters in order to enable selective reception of the control information. This also results in undesirable space requirements and costs.

Aus den dargestellten Mängeln der bestehenden System ergibt sich die Aufgabenstellung.The task arises from the shortcomings of the existing system.

Der Erfindung liegt die Aufgabe zugrunde, auf ein und demselben Stromkreis konventionell betriebene Modellfahrzeuge, deren Fahrtrichtung durch Höhe und Polarität einer angelegten Spannung gesteuert wird, und ferngesteuerte Modellfahrzeuge gleichzeitig ohne gegenseitige Beeinflussung zu betreiben, wobei zur Informationsübertragung auf bekannte Einrichtungen zurückgegriffen werden kann, die Energieentnahme der ferngesteuerten Modellfahrzeuge aber in neuartiger Weise so gelöst wird, daß die Energie für die ferngesteuerten Modellfahrzeuge in einer Form an den Stromkreis gelegt wird, daß konventionelle Modellfahrzeuge davon nicht beeinflußt werden und daß die Energie für ferngesteuerte Modellfahrzeuge durch ausschließlich aktive, d.h. leicht integrierbare elektronische Bauelemente dosiert entnommen wird, ohne gleichzeitig der für konventionell betriebene Modellfahrzeuge bereitgestellten Energie Teile zu entziehen.The invention has for its object to operate conventionally operated model vehicles, the direction of travel of which is controlled by the level and polarity of an applied voltage, and remote-controlled model vehicles simultaneously on one and the same circuit, without mutual interference, whereby known devices can be used for information transmission, the energy extraction of the remote-controlled model vehicles solved in a new way is that the energy for the remote-controlled model vehicles is applied to the circuit in a form that conventional model vehicles are not affected by this and that the energy for remote-controlled model vehicles is taken in doses by only active, i.e. easily integrable electronic components, without at the same time that for conventional ones operated model vehicles to withdraw the energy provided.

Die Erfindung vermeidet die oben genannten Nachteile und ist durch die im Anspruch 1 beschriebene Einrichtung gekennzeichnet. Vorteilhafte Einzelheiten sind in den Unteransprüchen angegeben.The invention avoids the disadvantages mentioned above and is characterized by the device described in claim 1. Advantageous details are given in the subclaims.

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

An ein stromleitendes Schienenpaar 1 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 Wechselströmen über die Gleichstromquelle vermieden. Diese Anordnung reicht bereits aus zum Betrieb eines konventionellen gleichstrombetriebenen Zuges 4.A conventional adjustable, reversible polarity direct current source 2 is connected in series with a choke 3 to a current-conducting pair of rails 1. The inductor 3 forms a small resistance for direct current, but a large resistance for superimposed alternating current on the rail. This prevents alternating currents from flowing off via the direct current source. This arrangement is sufficient to operate a conventional DC train 4.

Zur Energiespeisung zusätzlicher ferngesteuerter Züge ist eine Wechselstromquelle 5 in Reihe mit einem Siebglied 6 parallel auf das Schienenpaar 1 geschaltet. Das Siebglied 6 verhindert, daß die Wechselstromquelle von Gleichstrom und von gegenüber dem Wechselstrom höherfrequentem Strom durchflossen wird. Die Wechselstromfrequenz liegt in diesem Ausführungsbeispiel an der oberen Hörgrenze. Gegenüber dieser Frequenz bilden die Fahrmotoren einen so großen Widerstand, daß sie nur von einem vernachlässigbar geringen Wechselstrom durchglossen werden, der weder eine zusätzliche Erwärmung noch eine mechanische Beanspruchung bewirkt.For the energy supply of additional remote-controlled trains, an alternating current source 5 is connected in series with a filter element 6 in parallel on the pair of rails 1. The filter element 6 prevents the alternating current source from being flowed through by direct current and by current with a higher frequency than the alternating current. The AC frequency is in this embodiment at the upper hearing limit. The traction motors form such a large resistance to this frequency that only a negligible alternating current flows through them, which causes neither additional heating nor mechanical stress.

Die Information über den gewünschten Fahrzustand stellt der Bediener in diesem Ausführungsbeispiel über Stellknöpfe 7 ein, von denen jeder mit Hilfe des Mikroprozessors 8 individuelle Codes aussenden läßt, die den jeweiligen darauf passenden Empfänger 17 in einem der zu beeinflussenden Züge ansprechen. Die Einstellung dieser Stellknöpfe wird von einem Mikroprozessor 8 abgefragt und zur Information, die die einzelnen Fahrzeuge erhalten sollen, umgewandelt und parallel an ein parallel-serielles Übertragungsinterface 9 weitergegeben. Dieses sendet die Information in pulscodierter Form auf die Schiene, wobei die Kopplung über den Kondensator 10 erfolgt und die Pulsdauer so kurz gewählt wird, daß die Drossel 3 und das Siebglied 6 für die Signale eine hohe Impedanz darstellen.In this exemplary embodiment, the operator sets the information about the desired driving state via control buttons 7, each of which has the help of the microprocessor 8 to send out individual codes which address the respective receiver 17 that is suitable for it in one of the trains to be influenced. The setting of these control buttons is queried by a microprocessor 8 and converted to the information that the individual vehicles are to receive and passed on in parallel to a parallel-serial transmission interface 9. This sends the information in pulse-coded form to the rail, the coupling being effected via the capacitor 10 and the pulse duration being chosen to be so short that the inductor 3 and the filter element 6 represent a high impedance for the signals.

In diesem Ausführungsbeispiel gelangt die Information über den gewünschten Fahrzustand über das Schienenpaar 1 und den Kondensator 12 in den Empfänger 17. Dieser erkennt anhand der empfangenen Information, ob diese für das Fahrzeug 11 gilt. Ist das der Fall, wird diese in den digitalen Speicher 16 geladen, welcher die Information ständig an den Leistungssteller 15 legt. Dieser betätigt die einzelnen elektronischen Schalter der Schaltergruppe 13 zur Erzeugung des gewünschten Fahrstroms am Motor 14.In this exemplary embodiment, the information about the desired driving state reaches the receiver 17 via the pair of rails 1 and the capacitor 12. The receiver 17 recognizes on the basis of the information received whether it applies to the vehicle 11. If this is the case, it is loaded into the digital memory 16, which continuously places the information on the power controller 15. This actuates the individual electronic switches of switch group 13 to generate the desired traction current on motor 14.

Die Form der Informationsübertragung ist hier in einem Beispiel geschildert.Sie kann aber auch in anderer Weise (z.B. durch Einsatz einer frequenz-selektiven Steuerung) erfolgen.The form of information transmission is described here in an example, but it can also be done in another way (e.g. by using a frequency-selective control).

Gemäß der empfangenen Information betätigt der Leistungssteller 15 die Schalter der Schaltergruppe 13 (siehe auch Figur 2) so, daß aus der Speisewechselspannung an den Punkten A und B eine Gleichstrompulsfolge an den Anschlüssen des Fahrmotors a und b entsteht, deren Polarität von der gewünschten Drehrichtung und deren Gleichstrommittelwert von der gewünschten Leistung abhängt (siehe auch Figur 3). Aus einer der Speisewechselspannung überlagerten Gleichspannung entsteht gleichzeitig an den Anschlüssen des Fahrmotors eine Wechselspannung, deren Frequenz gleich der der Speisewechselspannung ist (siehe auch Figur 4). Sie beeinflußt den Fahrmotor nicht. Dazu enthält der Leistungssteller 15 Schaltungen üblicher Art, die die Nulldurchgänge der Speisewechselspannung erkennen können.In accordance with the information received, the power controller 15 actuates the switches of the switch group 13 (see also FIG. 2) in such a way that a DC pulse sequence arises at the points A and B at the connections of the drive motor a and b, the polarity of which depends on the desired direction of rotation and whose average DC value depends on the desired power (see also FIG. 3). From a DC voltage superimposed on the supply AC voltage, an AC voltage is simultaneously generated at the connections of the traction motor, the frequency of which is equal to that of the supply AC voltage (see also FIG. 4). It does not affect the drive motor. For this purpose, the power controller contains 15 circuits of a conventional type which can recognize the zero crossings of the AC supply voltage.

Die geringe Energie für die elektronische Schaltung zur Steuerung der Schaltergruppe 13 wird aus der Speisewechselspannung über einen Kondensator 12 entnommen und aus der Stromversorgung 18 für die übrigen Schaltungsteile bereitgestellt.The low energy for the electronic circuit for controlling the switch group 13 is taken from the AC supply voltage via a capacitor 12 and made available from the power supply 18 for the other circuit parts.

Figur 2 zeigt schematisch die Ausführung der Schaltergruppe. Vier elektronische Schalter 19, 20, 21 und 22 werden zu einem Ring verbunden. Wie bei einer Gleichrichterbrücke liegt die Speisespannung an dem gemeinsamen Punkt von 19 und 22, Punkt A, und von 20 und 21, Punkt B. Der Fahrstrom für den Modellmotor wird an den beiden übrigen Anschlußpunkten a und b entnommen. Die Schalter 19 und 21 werden gemeinsam betätigt, ebenso wie die Schalter 20 und 22.Figure 2 shows schematically the design of the switch group. Four electronic switches 19, 20, 21 and 22 are connected to form a ring. As with a rectifier bridge, the supply voltage is at the common point of 19 and 22, point A, and of 20 and 21, point B. The driving current for the model motor is taken from the other two connection points a and b. Switches 19 and 21 are operated together, as are switches 20 and 22.

Figur 3 zeigt ein Diagramm zur Wirkungsweise der Schaltergruppe 13 auf die Speisewechselspannung. Die Spannung Uw liegt an den Punkten A und B. Die Spannung Uws an den Punkten a und b. Sind während der positiven Halbwelle von Uw die Schalter 19 und 21 und während der negativen Halbwelle die Schalter 20 und 22 geschlossen, so entsteht die Spannung Uws als positiver Pulsstrom. Werden 19 und 21 bei der negativen Halbwelle und 20 und 22 bei der positiven geschlossen, wird Uws zum negativen Pulsstrom. Gezeigt wird hier die Wirkungsweise der Schalter bei maximaler Leistung des Fahrmotors. Die Leistung wird je nach gewünschter Fahrstufe verringert, indem in einigen Perioden der Speisewechselspannung alle Schalter geöffnet bleiben, so daß keine Leistung übertragen wird. Durch einen Wechsel der Perioden mit voller und anderer ohne Leistungsübertragung ergibt sich der gewünschte Mittelwert. Bei mittlerer und hoher Fahrleistung wechseln sich Perioden mit und ohne Leistungsübertragung in so schneller Folge ab, daß die mechansiche Trägheit des Motors ein gleichmäßiges Drehmoment erzeugt. Bei extrem geringer Leistung (langsames Anfahren) wird auch das Drehmoment pulsförmig, ein zur Überwindung der Reibung bekannter sehr nützlicher Effekt. Figur 4 zeigt die Wirkungsweise der Schaltergruppe 13 auf einen an A und B gelegten Gleichstrom Uß. Werden die Schalter 19 und 21 bzw. 20 und 22 im gegenseitigen Wechsel periodisch mit dem Tastverhältnis 1:1 geschlossen, entsteht eine Wechselpulsfoge UGs mit der Schaltfrequenz und dem Gleichwert Null.Figure 3 shows a diagram of the operation of the switch group 13 on the AC supply voltage. The voltage Uw is at points A and B. The voltage Uws is at points a and b. If the switches 19 and 21 are closed during the positive half-wave of Uw and the switches 20 and 22 are closed during the negative half-wave, the voltage Uws arises as a positive pulse current. If 19 and 21 are closed in the negative half-wave and 20 and 22 in the positive, Uws becomes the negative pulse current. The mode of operation of the switches at maximum power of the traction motor is shown here. The power is reduced depending on the desired speed level by all switches remain open in some periods of the AC supply voltage, so that none Power is transferred. The desired mean value is obtained by changing the periods with full and others without power transmission. At medium and high mileage, periods alternate with and without power transmission in such a rapid succession that the mechanical inertia of the engine generates an even torque. At extremely low power (slow start), the torque also becomes pulsed, a very useful effect known to overcome friction. FIG. 4 shows the mode of operation of the switch group 13 on a direct current U β applied to A and B. If the switches 19 and 21 or 20 and 22 are alternately closed periodically with the pulse duty factor 1: 1, an alternating pulse wave U Gs with the switching frequency and the equivalent value zero is produced.

Figur 5 zeigt eine alternative Möglichkeit zur Einstellung der Fahrleistung. Durch Variation der Schaltzeitpunkte der elektronischen Schalter gegenüber den Nulldurchgängen der Speisewechselspannung ergibt sich ein geänderter Gleichstrommittelwert, der maximal ist, wenn Schaltzeitpunkte und Nulldurchgänge gleichzeitig erfolgen und minimal wird, wenn die Schaltzeitpunkte um eine viertel Periodendauer gegenüber den Nulldurchgängen der Speisewechselspannung verzögert sind, Uw bedeutet Speisewechselspannung, Uws der Fahrstrom bei maximaler und Uwso der bei minimaler Leistung.Figure 5 shows an alternative way to adjust the driving performance. Varying the switching times of the electronic switches compared to the zero crossings of the AC supply voltage results in a changed DC mean value, which is maximum when switching times and zero crossings occur simultaneously and becomes minimal when the switching times are delayed by a quarter of a period compared to the zero crossings of the AC supply voltage, Uw means AC supply voltage , Uws the driving current at maximum and Uwso that at minimum power.

Die elektronische Schaltung des ferngesteuerten Fahrzeugs 11 umfaßt also den kleinen Kondensator 12, die Schaltergruppe 13, den Empfänger 17, Speicher 16, Leistungssteller 15 und Stromversorgung 18. Diese Schaltungsteile sind in einer integrierten Schaltung auf kleinem Raum zusammengefaßt und zweckmäßigerweise mit 4 lösbaren Kontakten a, b und A, B versehen, die das leichte Auswechseln der Schaltung ermöglichen. Wird für ein Fahrzeug der konventionelle Betrieb durch Gleichstrom gewünscht, ist die Schaltung leicht gegen eine äußerlich gleichaussehende Einheit auszutauschen, die die Punkte aA und bB untereinander durch zwei Brücken verbindet.The electronic circuit of the remote-controlled vehicle 11 thus includes the small capacitor 12, the switch group 13, the receiver 17, memory 16, power controller 15 and power supply 18. These circuit parts are combined in an integrated circuit in a small space and expediently with 4 detachable contacts a, b and A, B provided, which allow easy replacement of the circuit. If conventional operation by direct current is desired for a vehicle, the circuit can easily be exchanged for an externally identical looking unit that connects points aA and bB to each other by two bridges.

Neben dem geschilderten Ausführungsbeispiel sind zur Steuerung weiterer elektrischer Verbraucher in einem ferngesteuerten Fahrzeug Ergänzungen der mobilen Schaltung vorgesehen. Diese bestehen in einer Erweiterung des Speichers 16, so daß zusätzlich zum gewünschten Fahrzustand Information über den Ein- oder Ausschaltzustand weiterer Verbraucher wie Zugbeleuchtung, Geräuschgeber, elektromagnetische Kupplungen usw. gehalten werden kann, die dann direkt weitere elektronische Schalter zum Schalten dieser Zusatzfunktionen betätigt.In addition to the exemplary embodiment described, additions to the mobile circuit are provided for controlling further electrical consumers in a remote-controlled vehicle. These consist of an expansion of the memory 16, so that in addition to the desired driving state, information about the on or off state of other consumers such as train lighting, sound generators, electromagnetic clutches etc. can be kept, which then directly actuates further electronic switches for switching these additional functions.

Ein zweites Ausführungsbeispiel zeigt eine Realisierung der Schaltergruppe 13, des Leistungsstellers 15 und des Speichers 16, bei der die steuerbaren elektronischen Schalter nur in einer Richtung von Strom durchflossen werden und auch nur in einer Richtung an Spannung liegen.A second exemplary embodiment shows an implementation of the switch group 13, the power controller 15 and the memory 16, in which the controllable electronic switches are flowed through by current only in one direction and are also connected to voltage only in one direction.

Figur 6 zeigt diese Anordnung.Figure 6 shows this arrangement.

Die Schienenkontakte A und B sind verbunden mit den Wechselstromeingängen A' und B' eines Gleichrichters 23, der an den Anschlüssen c und d die gleichgerichtete Schienenspannung erzeugt. c ist gegenüber d stets positiv. Der Gleichrichter 23 ist in seiner Funktion ein Gebilde aus Schaltern, das, ähnlich wie die in Figur 2 gezeigte Schaltergruppe, den Anschluß A' mit c oder d und den Anschluß B' mit c oder d verbinden kann. Der Schaltvorgang ist jedoch ausschließlich von der Spannung zwischen den Schienenanschlüssen bestimmt und sonst nicht beeinflußbar. Damit nun die Anschlüsse a und b des Motors 14 in gewünschter Weise mit den Schienenanschlüssen A und B verbunden werden können, sind zusätzliche steuerbare Schalter 24 bis 27 vorgesehen, die von dem Leistungssteller 15 wie folgt angesteuert werden.The rail contacts A and B are connected to the AC inputs A 'and B' of a rectifier 23, which generates the rectified rail voltage at the connections c and d. c is always positive compared to d. In its function, the rectifier 23 is a structure of switches which, like the switch group shown in FIG. 2, can connect the connection A 'to c or d and the connection B' to c or d. However, the switching process is determined exclusively by the voltage between the rail connections and cannot otherwise be influenced. So that the connections a and b of the motor 14 can now be connected to the rail connections A and B in the desired manner, additional controllable switches 24 to 27 are provided, which are controlled by the power controller 15 as follows.

Der Leistungssteller 15 erhält die Information über den gewünschten Fahrzustand aus dem Speicher 16 und ermittelt über zwei, mit d und B' verbundene Fühlerleitungen, ob durch den Gleichrichter 23 A mit c und B mit d oder ob A mit d und B mit c verbunden ist. Ist beispielsweise A mit c und B mit d verbunden und soll schließlich A mit b und B mit a verbunden werden, werden Schalter 27 und 26 geschlossen. Durch eine geeignete Verknüpfung der Signale aus dem Speicher 16 und dem Gleichrichter 23 kann der Motor 14 so mit dem Schienenpaar 1 verbunden werden, daß wie im ersten Ausführungsbeispiel aus der Speisewechselspannung an den Punkten A und B eine Gleichstrompulsfolge an den Anschlüssen des Fahrmotors a und b entsteht, deren Polarität von der gewünschten Drehrichtung und deren Gleichstrommittelwert von der gewünschten Leistung abhängt. Die Wirkung auf überlagerte Gleich-oder niederfrequente Wechselspannung ist wie im ersten Ausführungsbeispiel beschrieben.The power controller 15 receives the information about the desired driving state from the memory 16 and uses two sensor lines connected to d and B ′ to determine whether the rectifier 23 connects A to c and B to d or whether A is connected to c and D and B . If, for example, A is connected to c and B to d and finally A is to be connected to b and B to a, switches 27 and 26 are closed. By a suitable combination of the signals from the memory 16 and the rectifier 23, the motor 14 can be connected to the rail pair 1 in such a way that, as in the first exemplary embodiment, a direct current pulse sequence at the connections of the traction motor a and b from points AC and B at points A and B. arises, whose polarity depends on the desired direction of rotation and whose direct current average depends on the desired power. The effect on superimposed DC or low-frequency AC voltage is as described in the first embodiment.

Um ein Abfließen der durch die Induktivität des Motors 14 bedingten Freilaufströme zu ermöglichen, sind die Dioden 28 bis 31 und der Überspannungsableiter 32 vorgesehen.In order to allow the freewheeling currents caused by the inductance of the motor 14 to flow away, the diodes 28 to 31 and the surge arrester 32 are provided.

In einem dritten Ausführungsbeispiel ist die Speisewechselspannung als Rechteckspannung gewählt, die ohne Gleichanteil zwischen einer positiven und einer betragsmäßig gleichen negativen Spannung wechselt und betragsmäßig stets größer ist als zum Betrieb konventioneller Modellfahrzeuge bestimmte überlagerte Spannungen. In dem Fall ist der Schaltzustand des Gleichrichters 23 allein von der Polarität der Speisewechselspannung abhängig. Eine Ermittlung des Schaltzustandes durch den Leistungssteller 15 kann dann entfallen.In a third exemplary embodiment, the AC supply voltage is selected as a square-wave voltage, which changes without a direct component between a positive voltage and a negative voltage of the same magnitude and is always greater in magnitude than the superimposed voltages intended for the operation of conventional model vehicles. In this case, the switching state of the rectifier 23 depends solely on the polarity of the AC supply voltage. A determination of the switching state by the power controller 15 can then be omitted.

Claims (6)

1. An arrangement for the simultaneous remote control of several electrically operated model vehicles on a common circuit (1), vehicles of a first type (4) being Intended for operation by means of a d.c. voltage or low-frequency a.c. voltage at the same time as and independently of vehicles of a second type (11) using a stationary electronic control circuit and electrical circuits In each vehicle of the second type (11) to which information for the required operational states is transmitted from the stationary circuit and a feed a.c. voltage source (5) from which a pulsating current with a direct component is delivered to the motors of the vehicles of the second type (11) according to the required direction of rotation and power and of which the frequency is selected high enough for the vehicles of the first type not to be affected, characterized in that the information is fed into a first stage (15-17) of the electrical circuit together with the rail voltage and this first stage switches the voltage by means of a switch assembly (13) (or 19 to 22) in dependence upon the information and the momentary voltage level in such a way that the feed a.c. voltage is delivered to the motor (14) and the d.c. or low-frequency a.c. voltage simultaneously superimposed on the feed a.c. voltage is converted into a pulsed voltage having alternating polarity, a mean value of zero and the same frequency as the feed a.c. voltage so that the vehicle motor (14) is prevented from taking up energy from the d.c. voltage or low-frequency a.c. voltage.
2. An arrangement as claimed in Claim 1, characterized in that, in addition to the first stage of the electrical circuit further switch assemblies are present for supplying power to other electrical loads of the same vehicle.
3. An arrangement as claimed in Claims 1 and 2, characterized in that, in addition to the first stage for receiving the information on the required operational state of the vehicles and for controlling the switch assembly for the drive current, the circuit comprises further stages for receiving information for controlling further loads and controlling the switch assemblies belonging to the particular loads.
4. An arrangement as claimed in Claims 1 to 3, characterized in that the circuit is of the integrated type and is accommodated in a housing with releasable contacts so that it may readily be replaced by another circuit and, in particular, by an element having the same external structure which directly connects the drive motor (14) through the releasable contacts (a and b) to the rail (1), enabling vehicles of the first type (4) to be driven.
5. An arrangement as claimed in Claim 1, characterized in that the feed a.c. voltage is a square-wave voltage which is always greater than the d.c. voltage or low-frequency a.c. voltage of the voltage source (2) for the vehicles of the first type.
6. An arrangement as claimed in Claim 1, characterized in that, to adjust the drive power, the switching times of the switches 19 and 21 or 20 and 22 are periodically varied in reciprocal alternation relative to the zero-axis crossings of the feed a.c. voltage.
EP80100606A 1979-02-07 1980-02-06 Device for the simultaneous control of several electrically powered model vehicles running on one circuit only Expired EP0017714B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT80100606T ATE3815T1 (en) 1979-02-07 1980-02-06 DEVICE FOR SIMULTANEOUS CONTROL OF SEVERAL ELECTRICALLY DRIVEN MODEL VEHICLES ON ONE CIRCUIT.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19792904510 DE2904510A1 (en) 1979-02-07 1979-02-07 DIGITALIZED METHOD FOR THE SIMULTANEOUS CONTROL OF MULTIPLE ELECTRICALLY DRIVEN MODEL VEHICLES ON A CIRCUIT
DE2904510 1979-02-07

Publications (2)

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EP0017714A1 EP0017714A1 (en) 1980-10-29
EP0017714B1 true EP0017714B1 (en) 1983-06-22

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EP (1) EP0017714B1 (en)
AT (1) ATE3815T1 (en)
DE (2) DE2904510A1 (en)

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
DE3000423A1 (en) * 1980-01-08 1981-07-09 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V., 8000 München METHOD FOR SIMULTANEOUSLY SELECTIVE TRANSMISSION OF DIGITAL INFORMATION AND ELECTRIC MODEL VEHICLES ON A CIRCUIT
DE3025035C2 (en) * 1980-07-02 1985-08-01 Bernd 6300 Gießen Lenz Method and arrangement for the independent operation of several electric locomotives of a model and toy train system
DE4225277C1 (en) * 1992-07-31 1993-11-18 Andreas H Nesemann Simultaneous and independent operation of several toy electrical train vehicles - operating receivers with different data formats and transmitter for influencing electrical voltage applied to track
DE19831806C5 (en) * 1997-07-15 2011-03-17 Geze Gmbh Automatic door or window system

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3211111A (en) * 1960-08-24 1965-10-12 William J Morley Multi-channel carrier current control system
DE2305112C3 (en) * 1973-02-02 1980-04-10 Deg Datensysteme Und Electronic Gesellschaft Waegner & Zorn, 8505 Roethenbach Arrangement for the simultaneous and independent control of two or more electric motor-operated toy vehicles, in particular electric model trains, supplied from a common feed line
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
AT357914B (en) * 1977-10-31 1980-08-11 Peter W Dipl Ing Dr Ziegler CONTROL SYSTEM FOR MODEL VEHICLES
GB2014770B (en) * 1978-02-20 1982-03-17 Goddin L Model railway system
DD136925A1 (en) * 1978-06-09 1979-08-08 Harald Pilz INDEPENDENT DRIVING OF MODEL RAILWAYS

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DE2904510A1 (en) 1980-08-14
DE3063801D1 (en) 1983-07-28
EP0017714A1 (en) 1980-10-29
ATE3815T1 (en) 1983-07-15

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