JP6529938B2 - Train model driving device and train model driving method - Google Patents

Description

  The present invention relates to a railway model driving device and a railway model driving method, and more particularly to a railway model driving device capable of smooth and highly realistic train driving by appropriately setting a voltage.

  In the past, it has been practiced to assemble a railroad model and run a model train on its rails for enjoyment. In order to get a real feeling closer to reality, for example, there are cases where you can create a diorama that combines scale models such as station buildings, townscapes, houses and mountains, and run model trains within that diorama.

  Among enthusiasts, there is a tendency to prefer a more realistic model. It is preferable that an impression similar to that of an actual train be obtained even in the traveling speed and acceleration / deceleration of a model train. However, since the model train is smaller in size and smaller in weight than the actual train, the behavior is considerably different from that of the actual train. Therefore, in order to obtain an impression similar to actual train behavior, the idea of setting the traveling speed and acceleration / deceleration parameters of a model train is disclosed (see, for example, Patent Document 1).

Unexamined-Japanese-Patent No. 2003-181155

  However, even when the user tries to set parameters such as acceleration and deceleration, it may not be possible to obtain a sense of realism in such cases, and in such a case, it is necessary to repeat the trial and error many times to perform readjustment of the parameters. It does not. In addition, depending on the model and diorama that are actually assembled, the weight of the model train and the conditions related to traveling such as friction between the rail and the model train differ, so even with the same parameters, the impression is made by the assembled model and diorama. It may be different. Then the sense of realism is lost.

  In particular, the behavior of the model train at the start and stop of the train has a great influence on the sense of realism, and pressing the accelerator switch for the start of the model does not make the model train move slowly or move suddenly at a rapid speed. Smooth behavior and a sense of realism are greatly impaired. Also, if the brake switch for stopping (stopping) the model train in operation is pressed, the vehicle does not stop easily, or if the vehicle is suddenly stopped, smooth behavior and real feeling are greatly impaired as well. I will.

  The present invention has been made in view of the above-described circumstances, and by setting the voltage appropriately, a drive device and model of a railway model capable of driving a model train that realizes smooth behavior and high realism. It is an exemplary task to provide a driving method of

  In order to solve the above-mentioned subject, the present invention has the following meaning.

[Purpose 1]
The driving device of the railway model is to drive a train of the railway model disposed on the rail by applying a voltage to the rail of the railway model to drive the drive motor,
Voltage setting means for setting a plurality of different voltage accelerations respectively corresponding to a plurality of different accelerator switches, when a voltage increment per unit time is defined as a voltage acceleration;
When a specific accelerator switch among the plurality of different accelerator switches is selected, a specific voltage based on the voltage acceleration set by the voltage setting means is generated corresponding to the specific accelerator switch, and the rail is selected. Voltage generation means for applying the specific voltage to the
Voltage detection means for detecting a boundary voltage which is a voltage at which the train starts traveling by changing a voltage applied to the rail;
The voltage setting means
When the specific accelerator switch is selected based on the boundary voltage detected by the voltage detection means by causing the train to run on the rail in advance, an initial voltage which is a voltage to be first applied to the rail is further added. Set

[Purpose 2]
The specific voltage applied to the rail by the voltage generation means may be V represented by the following (Expression 1).

V = K x t + V0-(Equation 1)
Where K: voltage acceleration per accelerator switch
t: Elapsed time since the accelerator switch was selected
V0: Initial voltage.

[Purpose 3]
Under the following conditions (A) to (E), the voltage applied to the rail by the voltage generation means when the mth accelerator switch between 1st and nth is selected is: It may be V (m) expressed with the following (Formula 2) instead of (Formula 1).

(A) The total number of the plurality of different accelerator switches is n (B) The accelerator switch corresponding to the smallest voltage acceleration among n accelerator switches is the first accelerator switch (C) the voltage acceleration is large The corresponding accelerator switch number increases accordingly (D) The accelerator switch corresponding to the largest voltage acceleration is the nth accelerator switch (E) When the nth accelerator switch is selected, the voltage generation means The voltage applied to the rail becomes the maximum voltage Vmax after N seconds from the time of the selection V (m) = m x t x (Vmax-V0) / (N x n) + V0-(Formula 2)
Here, the elapsed time since the t: mth accelerator switch is selected
V0: Initial voltage.

[Purpose 4]
The voltage setting means further sets a plurality of different negative voltage accelerations respectively corresponding to a plurality of different brake switches,
The number of the plurality of brake switches and the number of the plurality of accelerator switches may be the same, and
A plurality of voltage accelerations respectively corresponding to the plurality of accelerator switches are arranged sequentially from the smallest absolute value, and a plurality of voltage accelerations respectively corresponding to the plurality of brake switches are arranged sequentially from the smallest absolute value. You may agree with the numerical sequence when you

[Gist 5]
The voltage generation means may adjust a generated voltage by adjusting a duty ratio of a PWM control signal to the drive motor.

[Purpose 6]
The method of driving the railway model is to apply a voltage to the rail of the railway model to drive the drive motor to run a train of the railway model disposed on the rail,
Detecting a boundary voltage which is a voltage when the train of the railway model starts traveling when the train is run on the rail for a predetermined distance by changing a voltage applied to the rail;
Setting an initial voltage which is a voltage to be first applied to the rail when an accelerator switch for starting traveling of the train is selected based on the boundary voltage.

  Further objects or other features of the present invention will be made clear by the preferred embodiments described below with reference to the accompanying drawings.

  According to the present invention, by setting the voltage appropriately, it is possible to realize train driving with a smooth behavior and a high sense of realism.

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole block diagram of the railway model system which concerns on embodiment. It is an example of a display on the screen of a control terminal. It is a circuit diagram of a control board. It is a graph explaining the mode of detection of boundary voltage. It is an example of a screen display of a parameter setting screen. (A) is a graph which shows the mode of voltage acceleration when an accelerator switch is pressed, (b) is a graph which shows the mode of voltage deceleration when a brake switch is pressed.

<Description of the whole railway model system>
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1: is a whole block diagram of the railway model system S which concerns on embodiment. The railway model system S includes a model rail (hereinafter, simply referred to as a rail) 1 and a model train 2 (hereinafter, simply referred to as a train). Control models for controlling operations of the model 3 and model 3 4 and a control terminal 5 for transmitting control commands for operation control of the railway model 3.

  Although only the rail 1 and the train 2 are illustrated as the railway model 3 in FIG. 1, other components such as a station building, mountains, a townscape, etc. are created as a diorama, and the train 2 is included in the diorama. Rails 1 for traveling may be laid. The diorama is a representation of a real landscape or the like as a scale model, and creates a sense of realism for lovers of railway model 3 and users. Of course, the rail 1 laid in the diorama may have a part which becomes an uphill or a downhill according to the ups and downs of a mountain or a town.

  The control board 4 is connected to the rail 1. The control board 4 controls the traveling speed of the train 2 by controlling the voltage applied to the rail 1. When a voltage is applied to the rail 1, the train 2 travels on the rail 1 by energizing a drive motor (not shown) disposed in the train 2. Details of the control board 4 will be described later.

<Description of control terminal>
The control terminal 5 sends out a control command for operation control to the control board 4. The control terminal 5 is a computer that internally has a CPU 5a as an arithmetic processing unit and a memory 5b as a storage device, and is a tablet terminal in the present embodiment. The control terminal 5 is not limited to a tablet terminal, and may be a desktop PC, a notebook PC, a smartphone or the like. The control terminal 5 is connected to the control board 4 so that information can be transmitted to and received from the control board 4. For example, a control command corresponding to the selection of the accelerator switch 8 or the brake switch 9 (see FIG. 2) is transmitted from the control terminal 5 to the control board 4. From the control board 4 to the control terminal 5, for example, a confirmation signal indicating that a control command has been received, voltage information used for speed display with the speedometer 10, and the like are transmitted. Although the connection between the control terminal 5 and the control board 4 is realized by Bluetooth (registered trademark) connection in the present embodiment, it is realized by other connection modes, for example, wireless connection such as infrared connection or WiFi connection or wired connection. It may be done.

  In the present embodiment, the camera 6 capable of video distribution is disposed in the train 2. The camera 6 may be disposed, for example, at the front of the train 2. The control board 4 is connected to the control terminal 5 by, for example, WiFi connection or the like, and a video (camera video) captured by the camera 6 when the train 2 is traveling is displayed on the screen 7 of the control terminal 5 It is supposed to be.

  FIG. 2 is a display example on the screen 7 of the control terminal 5 while the railway model system S is in use. In the screen 7, a camera image 7a, a horn switch 7b, a reverse travel switch 7c, an emergency stop switch 7d, a plurality of accelerator switches 8 (8a to 8e), an accelerator off switch 80, a plurality of brake switches 9 (9a to 9e), A brake off switch 90, a speedometer 10, a calibration switch 11, and a parameter setting switch 12 are displayed. These camera images 7a and switches (7b to 7d, 8 to 12) are functions of a train model drive control application program (hereinafter simply referred to as a drive application) AP stored in the memory 5b of the control terminal 5. The screen is displayed on the basis of the CPU 5a.

  The camera image 7a is placed on the train 2 and photographed by the camera 6 connected to the control terminal 5 by, for example, WiFi connection (of course, other wireless connection such as Bluetooth (registered trademark) connection, infrared connection, etc.). It is the transferred video. The camera image 7 a is, for example, an image in front of or to the side of the train 2, and the camera 6 is disposed, for example, at the front of the train 2. A video recording switch 13 is also arranged on the screen 7, and when the video recording switch 13 is pressed, the camera video 7 a can be recorded as a moving image in the memory 5 b in the control terminal 5.

  The horn switch 7b, the reverse travel switch 7c, and the emergency stop switch 7d are all switches as an image displayed as a switch image on the screen 7. The screen 7 of the control terminal 5 has a touch pad function, and pressing the switch images respectively corresponding to these switches 7b to 7d controls the control command indicating that each of the switches 7b to 7d is selected. It is transmitted to the substrate 4.

  When the horn switch 7b is pressed (selected), the horn of the train 2 is to be sounded. When the reverse travel switch 7 c is pressed, the train 2 reversely travels on the rail 1 (back travel). When the emergency stop switch 7d is pressed, the power supply from the control board 4 to the rail 1 is cut off, and the train 2 is stopped. When any one of the switches 7 b to 7 d is selected, a control command corresponding to the switches 7 b to 7 d is transmitted to the control board 4. When the control program P (see FIG. 3) stored in the control board 4 receives the control command, the control board 4 performs voltage control according to the content of the control command, and adjusts the voltage supplied to the rail 1. Based on the adjusted voltage, the train 2 runs backward or stops.

  The calibration switch 11 is a switch for executing an initialization (calibration) process described later, and the parameter setting switch 12 includes various parameters (an assumed maximum speed SPM, a maximum voltage Vmax, an arrival time N, etc. described later). It is a switch for setting up the Even while using the railway model system S, pressing the calibration switch 11 can enter the initial setting screen (screen switching), and pressing the parameter setting switch 12 enters the parameter setting screen ( The screen may be switched).

<Accelerator switch>
On the screen 7, a plurality of accelerator switches 8a to 8e are displayed. For convenience, the accelerator switch 8a is described as an accelerator "1", the accelerator switch 8b as an accelerator "2", the accelerator switch 8c as an accelerator "3", the accelerator switch 8d as an accelerator "4", and the accelerator switch 8e as an accelerator "5" . An accelerator off switch 80 is also disposed in the vicinity of the accelerator switch 8. The accelerator off switch 80 is described as accelerator "0" for convenience. Although the number of the accelerator switches 8 is five in the present embodiment, the number is not limited thereto, and the number is not limited as long as it is plural.

  When one of the plurality of accelerator switches 8 is pressed (selected) by the user, a control command corresponding to the selected accelerator switch 8 is sent to the control board 4. The control board 4 applies a predetermined voltage to the rail 1 based on the received control command. If the pressed switch is any accelerator switch 8, the voltage applied to the rail 1 is a voltage that increases with time. In addition, after one of the plurality of brake switches 9 is pressed, any accelerator switch 8 can not be pressed until the brake off switch 90 is further pressed.

  When the accelerator off switch 80 is pressed, the control board 4 holds the applied voltage when the accelerator off switch 80 is pressed. Accordingly, the train 2 maintains the traveling speed at the time when the accelerator off switch 80 is pressed. When the accelerator off switch 80 is pressed, it is possible to select one of the brake switches 9.

  The accelerator "1" to the accelerator "5" correspond to different accelerations. In other words, selecting the accelerator "1" causes the train 2 to increase the speed with the slowest (small) acceleration, and the acceleration increases successively with the accelerator "2" and the accelerator "3", and selecting the accelerator "5" The train 2 increases its speed with a sudden (large) acceleration. Different voltages are applied to the rail 1 by the control board 4 corresponding to the respective accelerators “1” to “5”.

<Brake switch>
On the screen 7, a plurality of brake switches 9a to 9e are displayed. For convenience, the brake switch 9a is described as the brake "1", the brake switch 9b as the brake "2", the brake switch 9c as the brake "3", the brake switch 9d as the brake "4", and the brake switch 9e as the brake "5" . A brake off switch 90 is also disposed near the brake switch 9. The brake off switch 90 is conveniently described as the brake "0". Although the number of brake switches 9 is five in the present embodiment, the number is not limited thereto, and the number is not limited as long as it is plural. The number of accelerator switches 8 and the number of brake switches 9 may not be the same.

  When one of the plurality of brake switches 9 is pressed (selected) by the user, a control command corresponding to the selected brake switch 9 is sent to the control board 4. The control board 4 applies a predetermined voltage to the rail 1 based on the received control command. If the pressed switch is any brake switch 9, the voltage applied to the rail 1 is a voltage which decreases with time. In addition, after any of the plurality of accelerator switches 8 is pressed, any brake switch 9 can not be pressed until after the accelerator off switch 80 is further pressed.

  When the brake off switch 90 is pressed, the control board 4 holds the applied voltage at the time when the brake off switch 90 is pressed. Therefore, the train 2 maintains the traveling speed at the time when the brake off switch 90 is pressed. When the brake off switch 90 is pressed, it is possible to select one of the accelerator switches 8.

  The brakes “1” to “5” correspond to different accelerations. The acceleration referred to here is a negative acceleration and may be referred to as a deceleration. In other words, selecting the brake “1” causes the train 2 to decrease the speed with the slowest deceleration, and the deceleration increases gradually with the brake “2” and the brake “3” and selecting the brake “5” causes the steepest The train 2 reduces the speed at a slow deceleration. Different voltages corresponding to the respective brakes “1” to “5” are applied to the rail 1 by the control board 4.

  Here, increasing the deceleration is synonymous with increasing the absolute value of the acceleration at a negative acceleration. Further, the amount of increase in voltage per unit time of the voltage applied to the rail 1 by the control board 4 is expressed as “voltage acceleration”. When the voltage acceleration is a positive value, the voltage increases with the passage of time, and the speed of the train 2 also increases. This corresponds to control when the accelerator switch 8 is pressed. When the voltage acceleration is a negative value, the voltage decreases with the passage of time, and the speed of the train 2 also decreases. This corresponds to control when the brake switch 9 is pressed. Negative voltage acceleration may also be expressed as voltage deceleration. The increase of the voltage deceleration is synonymous with the increase of the absolute value of the acceleration at a negative voltage acceleration, which corresponds to a more abrupt brake.

<Speed meter>
The speedometer 10 displays the traveling speed of the train 2. The display numerical value of the speedometer 10 is not necessarily limited to the actual traveling speed of the train 2, but a pseudo speed is displayed so that a feeling close to the actual traveling speed of the train, that is, a so-called real feeling can be obtained. May be For example, the speed display of the speedometer 10 may be performed based on the following formula.

SP = SPM x (VN-Vmin) / (Vmax-Vmin)-(Equation 3)
Where SP: Speed display of speedometer 10 (km / h)
SPM: Expected maximum speed of train 2 (km / h)
VN: Voltage currently applied to rail 1
Vmin: Boundary voltage
Vmax: The maximum voltage applied to rail 1.

  The boundary voltage Vmin is a voltage required for the stopped train 2 to move on the rail 1. The maximum voltage Vmax is the maximum voltage set to be applied to the rail 1. The assumed maximum speed SPM of the train 2 is the assumed speed of the train 2 when the maximum voltage Vmax is applied to the rail 1. Although the voltage applied to the rail 1 can also be expressed in units (V), in the present embodiment, since the voltage application to the rail 1 is performed by PWM control, the duty ratio (%) of the applied voltage It can represent the size.

  For example, assuming that SPM = 120 km / h, Vmax = 90 (%), and Vmin = 30 (%), if the current applied voltage to the rail 1 is VN = 60 (%), the speedometer 10 at that time The display speed of is SP = 120 × (60-30) / (90-30) = 60 (km / h).

<Description of control board>
FIG. 3 is a circuit diagram of the control board 4. The control board 4 is roughly configured to include an arithmetic processing unit 4a, a motor driver 4b, and a voltage difference detection unit (voltage detection means) 4c.

  The arithmetic processing unit 4a is configured using, for example, a general-purpose microcomputer chip or the like, has a storage unit inside, and the program is writable, and the control program P is stored in the storage unit. The arithmetic processing unit 4a has a communication function with the control terminal 5, and also has a function of causing the motor driver 4b to control the voltage applied to the rail 1.

  The control program P controls the voltage applied to the rail 1 in cooperation with the drive application AP. Further, the control program P cooperates with the drive application AP to execute an initial setting process to be described later, sets an initial voltage V0, and sets a voltage acceleration corresponding to each of the accelerators [0] to [5]. . Moreover, the voltage deceleration corresponding to each brake "0"-"5" is also set by execution of an initialization process.

The motor driver 4 b is for applying a voltage for causing the train 2 to travel to the rail 1. The motor driver 4b adjusts the voltage applied to the rail 1 based on the instruction from the arithmetic processing unit 4a. In the present embodiment, the motor driver 4b performs voltage application by PWM control. Therefore, the voltage value applied to the rail 1 (here, the effective value of the voltage) is adjusted by the duty ratio (0% to 100%) of the applied voltage. That is, the duty ratio and the voltage value are proportional to each other. When the duty ratio is 0%, the applied voltage is 0 V, and when the duty ratio is 100%, the applied voltage is the preset maximum voltage (Vmax). Although the duty ratio in PWM control may be defined as 0% to 100% as illustrated in the present embodiment, it may be defined as an 8-bit value (0 to 255).

  The voltage difference detection unit 4c monitors the voltage difference between the measurement point P1 and the measurement point P1 in the circuit of the control board 4 in order to monitor the state of the current flowing to the drive motor (not shown) disposed in the train 2. It is a part to detect. The amplification unit 4d is a portion that amplifies the voltage difference between the measurement point P1 and the measurement point P1, and the voltage difference ΔP after amplification can be detected as a potential difference between the measurement point P3 and the measurement point P4.

  By detecting the voltage difference ΔP by the voltage difference detection unit 4c, it is possible to monitor the state of the current flowing to the drive motor. From the state of the current flowing to the drive motor, it is possible to detect the applied voltage (boundary voltage Vmin) to the rail 1 at the moment when the train 2 starts running from the stop state.

  FIG. 4 is a graph illustrating the state of detection of the boundary voltage Vmin. In FIG. 4, the horizontal axis is the voltage V applied to the rail 1, and the vertical axis is the voltage difference ΔP. The voltage difference ΔP on the vertical axis is an index value corresponding to the current flowing through the drive motor. The voltage difference detection unit 4c detects the voltage difference ΔP instead of detecting the current flowing through the drive motor. When the applied voltage V is zero, the current flowing through the drive motor is zero, and the voltage difference ΔP is also zero. As the applied voltage V is gradually increased, the voltage difference ΔP is gradually increased accordingly. At this time, the current flowing to the drive motor is increasing, but the drive motor has not yet started to rotate, and the train 2 remains stopped. The reason why the train 2 does not start traveling even though current flows through the drive motor is due to various reasons such as friction load between the wheels of the train 2 and the rail 1, transmission efficiency of each part of the drive transmission mechanism, inclination of the rail 1, etc. by.

  When the applied voltage V is further increased, the voltage difference ΔP becomes a peak (Peak) when the applied voltage V is Vmin, and then it starts to decrease. The timing at which the voltage difference ΔP reaches a peak corresponds to the timing at which the current flowing to the drive motor reaches a peak, and is the timing at which the train 2 starts traveling. The boundary voltage Vmin, which is the applied voltage at this time, is the train It is an applied voltage to the rail 1 necessary to move 2 (to start traveling).

  That is, when the applied voltage V to the rail 1 is less than the boundary voltage Vmin, the train 2 does not move and remains stationary, and when the applied voltage V becomes the boundary voltage Vmin, the train 2 starts traveling and the applied voltage V Is equal to or higher than the boundary voltage Vmin, the traveling speed of the train 2 also increases as the applied voltage V increases. If the applied voltage V is equal to or higher than the boundary voltage Vmin, the traveling speed of the train 2 also decreases with the decrease of the applied voltage V.

  As is apparent from the above description, the control substrate 4 or the arithmetic processing unit 4a of the present embodiment corresponds to the voltage generation means in the present invention. The control program P that causes the control substrate 4 or the arithmetic processing unit 4a to exhibit the function of adjusting the voltage applied to the rail 1 may be conceptualized as the voltage generation means in the present invention. Further, the control terminal 5 or the CPU 5a of the present embodiment corresponds to the voltage setting means in the present invention. The drive application AP that causes the control terminal 5 or the CPU 5a to exhibit the function of setting the voltage acceleration corresponding to each of the plurality of accelerator switches 8 may be conceptualized as the voltage setting unit in the present invention.

  The drive device for a railway model according to the present invention is configured with voltage setting means, voltage generation means, and voltage detection means. More specifically, the drive application AP and the control board 4 may constitute a train model drive device.

<Various setting process>
Next, various setting processes of the railway model system S will be described. The various setting processes are roughly divided into a parameter setting process and an initialization (calibration) process. In the parameter setting process, the user sets various parameters. In the calibration process, detection of boundary voltage Vmin, setting of initial voltage V0, setting of brake side initial voltage V00, setting of voltage acceleration corresponding to each accelerator switch 8, and voltage deceleration corresponding to each brake switch 9 Configuration is performed.

  Although it is preferable that the parameter setting process and the calibration process are also performed at the start of use of the railway model system S, parameter resetting and calibration can be performed again while the railway model system S is in use. It may be When the railway model system S is initially used, various parameters, boundary voltage Vmin, initial voltage V0, initial voltage V00 on the brake side, voltage acceleration corresponding to each accelerator switch 8, voltage reduction corresponding to each brake switch 9 are previously set. Each predetermined value may be set as a default value as the value of the speed.

<Parameter setting process>
First, the user activates the drive application AP in the control terminal 5. The control of the railway model system S does not necessarily have to be performed by the execution of an application program stored in the control terminal 5. For example, control of the railway model system S may be performed by a so-called ASP type application stored as a program having a function equivalent to that of the drive application AP on a cloud server and executed as a web application on a web browser. In addition, when the drive application AP and the control program P cooperate to control the railway model system S, any function among a plurality of functions exhibited in cooperation is exhibited by the execution of any program. May be

  The execution of the driving application AP executes a parameter setting process. The parameter setting process is performed by cooperation of the drive application AP and the control program P. In the parameter setting process, first, a confirmation screen is displayed on the screen 7. In the confirmation screen, the characters “Do you want to set various parameters of the railway model system S?” And switches “Yes” and “No” are displayed. Here, if "No" is selected by the user, the new parameter setting is not input, and the parameters (assumed maximum speed SPM, maximum voltage Vmax, arrival time) already set by the parameter setting process performed previously are The value of N) or their default value is set as it is.

  When “Yes” is selected by the user, the parameter setting screen shown in FIG. 5 is displayed on the screen 7. In the parameter setting screen, the screen 7 displays the text "Please set the maximum speed." And a text box T1 for inputting the estimated maximum speed SPM. In addition, the text "Please set the maximum voltage." And a text box T2 for inputting the maximum voltage Vmax are displayed. The assumed maximum speed SPM and the maximum voltage Vmax input here are stored in the memory 5 b of the control terminal 5. On the screen 7 are also displayed the text "Please set the fastest arrival time for maximum acceleration" and a text box T3 for entering the arrival time N. In the present embodiment, for example, the assumed maximum velocity SPM = 120 (km / h), the maximum voltage Vmax = 90 (%), and the arrival time N = 4 (sec) are input by the user. The values of the input various parameters are stored in the memory 5b.

<Initialization process>
Next, an initialization (calibration) process is performed based on the execution of the drive application AP. The calibration process is performed by cooperation of the drive application AP and the control program P. In the calibration process, first, a confirmation screen is displayed on the screen 7. On the confirmation screen, the characters "Do you want to calibrate the railway model system S?" And the switches "Yes" and "No" are displayed. Here, when “No” is selected by the user, no new calibration is performed, and the boundary voltage Vmin, the initial voltage V0, the brake side initial voltage V00, and each accelerator which have already been set by the calibration performed previously are The voltage accelerations respectively corresponding to the switches 8, the respective values of the voltage decelerations respectively corresponding to the respective brake switches 9, or their default values are set as they are.

  When “Yes” is selected by the user, an initial setting screen (not shown) is displayed on the screen 7. On the initial setting screen, the screen 7 displays the characters "Current calibration, please wait for a while".

  During the display of the initial setting screen, in the calibration process, the test travel operation of the train 2 is performed. In the test running operation, the voltage applied to the rail 1 is gradually increased from 0 V, and the train 2 starts running, and performs forward and backward reciprocating travel for a predetermined distance (for example, several tens of centimeters). At this time, the control board 4 detects the boundary voltage Vmin. Based on the detected boundary voltage Vmin, an initial voltage V0 is set and stored in the memory 5b. A predetermined value determined in advance may be added to detected boundary voltage Vmin to automatically set initial voltage V0. Of course, the initial voltage V0 may be set and changed (corrected) by the user. Here, the initial voltage V0 may be a value (V0 = Vmin) equal to the boundary voltage Vmin, or may be a value slightly larger than the boundary voltage Vmin (V0> Vmin) with a margin, but a value smaller than the boundary voltage Vmin It is not desirable to take it.

  Based on the detected boundary voltage Vmin, the brake side initial voltage V00 is also set and stored in the memory 5b. The brake-side initial voltage V00 may be automatically set by subtracting a predetermined predetermined value from the detected boundary voltage Vmin. Of course, the brake initial voltage V00 may be set and changed (corrected) by the user. Here, the brake side initial voltage V00 may have a value equal to the boundary voltage Vmin (V00 = Vmin), or may have a value slightly smaller than the boundary voltage Vmin (V00 <Vmin) in view of a margin, but is larger than the boundary voltage Vmin It is not desirable to take a value.

When the maximum voltage Vmax and the initial voltage V0 are set, in the calibration process, the voltage acceleration at each accelerator switch 8 (accelerators “1” to “5”) is calculated. Assuming that a voltage acceleration of the accelerator switch 8 is K and an elapsed time after the accelerator switch 8 is pressed is t, an applied voltage V to the rail 1 is:
V = K x t + V0-(Equation 1)
Is represented by Different values of the voltage acceleration K are calculated and set by the accelerators “1” to “5”.

  As shown in FIG. 2, the calibration switch 11 and the parameter setting switch 12 are also displayed on the screen 7 when the railway model system S is in use. Therefore, even while the train 2 is traveling, the calibration switch 11 and the parameter setting switch 12 may be pressed to enter the initial setting screen and the parameter setting screen. Even when the railway model system S is being used, the calibration switch 11 and the parameter setting switch 12 may be pressed only when the train 2 is stopped.

<Calculation of voltage acceleration>
An example of a method of calculating the voltage acceleration K will be shown below. The preconditions in the calculation of the voltage acceleration K are as follows.

(A) The total number of a plurality of different accelerator switches 8 is n (B) An accelerator switch corresponding to the smallest voltage acceleration K among n accelerator switches is the first accelerator switch (C) voltage acceleration K The number of the corresponding accelerator switch 8 increases as D becomes larger (D) The accelerator switch 8 corresponding to the largest voltage acceleration K is the n-th accelerator switch (E) When the n-th accelerator switch 8 is selected The applied voltage applied to the rail 1 becomes the maximum voltage Vmax N seconds after the selection.

  The voltage acceleration K (m) corresponding to the mth accelerator switch (accelerator "m") and the applied voltage V (m) to the rail 1 t seconds after the accelerator "m" is pressed are Is represented by

K (m) = m x (Vmax-V0) / (N x n)-(formula 4)
V (m) = K (m) x t + V0 = m x t x (Vmax-V0) / (N x n) + V0-(Formula 2)
In the case of maximum voltage Vmax = 90 (%), initial voltage V0 = boundary voltage Vmin = 30 (%), number n of accelerator switches 8 = 5, arrival time N = 4 (sec), voltage corresponding to accelerator "m" The applied voltage V (m) t seconds after the acceleration K (m) and the accelerator "m" are pressed is represented by K (m) = 3 × m, V (m) = 3 × m × t + 30, Specifically, it is as follows.

・ In the case of the accelerator "1" K (1) = 3, V (1) = 3 x t + 30
· In the case of the accelerator "2" K (2) = 6, V (2) = 6 x t + 30
・ In the case of the accelerator "3" K (3) = 9, V (3) = 9 x t + 30
・ In the case of accelerator "4" K (4) = 12, V (4) = 12 x t + 30
· In the case of the accelerator "5" K (5) = 15, V (5) = 15 x t + 30
This is shown in the graph of FIG. 6 (a). The graph of FIG. 6 (a) is a graph showing how the voltage is accelerated when each accelerator "m" is pressed. The horizontal axis is time t (sec), and the vertical axis is the applied voltage V.

  According to FIG. 6A, even when any accelerator switch 8 is pressed, the applied voltage V starts from the initial voltage V0 when it is pressed and gradually increases with the passage of time. Therefore, it is possible to prevent the phenomenon that the train 2 does not move easily even when the accelerator switch 8 is pressed, which contributes to the production of high sense of realism. In addition, it is possible to prevent the phenomenon that the train 2 suddenly starts as soon as the accelerator switch 8 is pressed, which also contributes to the production of a high sense of realism.

<Calculation of voltage deceleration>
Although the voltage deceleration corresponding to each of the plurality of brake switches 9 may be set completely separately from the voltage acceleration K corresponding to the accelerator switch 8, the set value of the voltage acceleration K of the accelerator switch 8 is used Thus, the voltage deceleration value of the brake switch 9 may be set. For example, in the present embodiment, the number of brake switches 9 is n = 5, which is the same as the number of accelerator switches 8. When the brake switch 9 corresponding to the slowest (small) deceleration is set to the brake "1" and the brake "2" sequentially and the brake switch 9 corresponding to the steepest (large) deceleration is set to the brake "5" The voltage deceleration K (w) corresponding to each brake "w" and the applied voltage V (w) to the rail 1 t seconds after the brake "w" is pressed may be given as follows. .

K (w) =-w x (Vmax-V00) / (N x n)-(equation 5)
V (w) = -w x t x (Vmax-V00) / (N x n) + Vmax-(Equation 6)
In the present embodiment, the maximum voltage Vmax = 90 (%), the brake initial voltage V00 = the boundary voltage Vmin = 30 (%), the number n of brake switches 9 = 5, and the arrival time N = 4 (sec). From the above, the voltage acceleration K (w) corresponding to the brake “w” and the applied voltage V (w) t seconds after the brake “w” is pressed are specifically as follows.

· In the case of the brake "1" K (1) = -3, V (1) = -3 x t + 90
· In the case of the brake "2" K (2) = -6, V (2) = -6 x t + 90
· In the case of the brake "3" K (3) = -9, V (3) = -9 x t + 90
· In the case of the brake "4" K (4) = -12, V (4) = -12 x t + 90
· In the case of the brake "5" K (5) = -15, V (5) = -15 x t + 90
This is shown in the graph of FIG. 6 (b). The graph of FIG. 6 (b) is a graph showing how the voltage is decelerated when each brake "w" is pressed. The horizontal axis is time t (sec) and the vertical axis is the applied voltage V.

  According to FIG. 6 (b), control is performed such that the applied voltage V gradually decreases with the lapse of time after the brake switch 9 is pressed, and the applied voltage decreases until it finally becomes equal to or lower than the brake initial voltage V00. Be done. The degree of voltage reduction differs depending on which brake switch 9 is selected, and a slow brake and a sudden brake can be realized, which contributes to a higher realistic feeling.

  FIG. 6 (b) shows a graph of the brake from when the train 2 is traveling at the maximum speed (ie, applied voltage V = Vmax). When the travel speed of the train 2 when the brake switch 9 is pressed is not the maximum speed, deceleration is performed based on the voltage deceleration from the applied voltage V according to the travel speed. The point is that the intercept at time t = 0 of the graph of each brake “w” in FIG. 6B is not important, and the slope (voltage deceleration) of each graph is set for each brake switch 9 It is important that the voltage decrease continues until V ≦ V00.

  These setting values (voltage acceleration K (m) for each accelerator switch 8, voltage deceleration K (w) for each brake switch 9, boundary voltage Vmin, initial voltage V0, initial brake voltage V00, maximum voltage Vmax, arrival time N) are stored as a table in the memory 5b of the control terminal 5 or in the arithmetic processing unit 4a of the control board 4 or both of them.

  In this railway model system S, an applied voltage to be applied to the rail 1 is set by the voltage setting means, an applied voltage is applied to the rail 1 by the voltage generation means, and a drive motor in the train 2 is driven based on the applied voltage. The train 2 travels on the rail 1. The boundary voltage Vmin is detected by the calibration process, and the voltage acceleration K (m) corresponding to the initial voltage V0 and each accelerator switch 8 is set based on the boundary voltage Vmin. Therefore, it is possible to run the train 1 in which smooth behavior and high realism are realized. In addition, since the brake initial voltage V00 and the voltage acceleration K (w) corresponding to each brake switch 9 can be set based on the boundary voltage Vmin, deceleration of the train 1 in which smooth behavior and high realism are realized Is possible.

  As mentioned above, although the preferable embodiment of this invention was described, this invention is not limited to these, A various deformation | transformation and change are possible within the range of the summary.

AP: drive application (drive control application program for railway model)
N: arrival time P: control program P1 to P4: measurement point S: railway model system SPM: assumed maximum speed SP: display speed T1 to T3: text box V0: initial rolling pressure V00: brake side initial voltage Vmin: boundary voltage Vmax : Maximum Voltage 1: Rail (Model Rail)
2: Train (model train)
3: Railroad model 4: Control board 4a: Arithmetic processing unit 4b: Motor driver 4c: Voltage difference detection unit (voltage detection means)
4d: amplification unit 5: control terminal 5a: CPU
5b: Memory 6: Camera 7: Screen 7a: Camera image 7b: Horn switch 7c: Reverse run switch 7d: Emergency stop switch 8, 8a to 8e: Accelerator switch 9, 9a to 9e: Brake switch 10: Speedometer 11: Calibration Switch (initial setting switch)
12: parameter setting switch 13: recording switch 80: accelerator off switch 90: brake off switch

Claims (3)

A railway model driving device for driving a train of a railway model disposed on the rail by driving a drive motor by applying a voltage to a rail of the railway model,
Voltage increase the positive voltage acceleration per unit time, and, in the case where the voltage decrease amount per unit time is defined as the negative voltage acceleration varies respectively corresponding with multiple to a plurality of different accelerator switch positive voltage Voltage setting means for setting an acceleration and setting a plurality of different negative voltage accelerations respectively corresponding to a plurality of different brake switches ;
Among the plurality of different accelerator switch, when one of the accelerator switch is selected, the based Ku voltage to a positive voltage acceleration set by said voltage setting means in response to an accelerator switch which is the selected When a voltage based on the positive voltage acceleration is generated and applied to the rail , and one of the plurality of different brake switches is selected, the selected brake switch is selected. Voltage generation means for generating a voltage based on the negative voltage acceleration set by the voltage setting means and applying a voltage based on the negative voltage acceleration to the rail ;
It is connected to the rail side without being arranged on the train side of the railway model, and a voltage applied to the rail is changed to detect a boundary voltage which is a voltage when the train starts traveling Voltage detection means, and
The voltage setting means is first applied to the rail when any of the accelerator switches is selected based on the boundary voltage detected by the voltage detection means by causing the train to run on the rail in advance. Further set the initial voltage which is the voltage ,
The number of the plurality of brake switches and the number of the plurality of accelerator switches are the same, and
A plurality of positive voltage accelerations respectively corresponding to the plurality of accelerator switches are arranged in order from the smallest absolute value, and a plurality of negative voltage accelerations respectively corresponding to the plurality of brake switches are smaller in absolute value It matches the number sequence when arranged in order from the ones,
Under the following conditions (A) to (E), the voltage applied to the rail by the voltage generation means when the mth accelerator switch between 1st and nth is selected is: The drive device of a railway model which is V (m) expressed by the following (formula).
(A) The total number of the plurality of different accelerator switches is n (B) The accelerator switch corresponding to the smallest voltage acceleration among n accelerator switches is the first accelerator switch (C) the voltage acceleration is large The corresponding accelerator switch number increases accordingly (D) The accelerator switch corresponding to the largest voltage acceleration is the nth accelerator switch (E) When the nth accelerator switch is selected, the voltage generation means The voltage applied to the rail becomes the maximum voltage Vmax after N seconds from the time of the selection V (m) = m × t × (Vmax−V0) / (N × n) + V0 − (formula)
Here, the elapsed time since the t: mth accelerator switch is selected
V0: Initial voltage The railway model drive device according to claim 1, wherein the voltage generation unit adjusts an effective value of the generated voltage by adjusting a duty ratio of a PWM control signal to the drive motor. A method of driving a railway model, which causes a train of a railway model disposed on the rail to travel by applying a voltage to a rail of the railway model to drive a drive motor,
(1) When the train is run on the rail for a predetermined distance by changing the voltage applied to the rail, the boundary voltage which is the voltage when the train of the railroad model starts traveling is Detecting by means of voltage detection means disposed not on the train side but connected to the rail side;
(2) Based on the boundary voltage detected by the voltage detection means, when an accelerator switch for starting the traveling of the train is selected, the voltage setting means is an initial voltage which is a voltage to be first applied to the rail Step to set by
(3) Voltage increase the positive voltage acceleration per unit time and, in the case where the voltage decrease amount per unit time is defined as the negative voltage acceleration, a plurality of different and each correspond to a plurality of different accelerator switch Setting a positive voltage acceleration and setting a plurality of different negative voltage accelerations respectively corresponding to a plurality of different brake switches having the same number as the number of the plurality of accelerator switches, the plurality of accelerators A plurality of positive voltage accelerations respectively corresponding to the switches are arranged sequentially from the smallest absolute value, and a plurality of negative voltage accelerations respectively corresponding to the plurality of brake switches are arranged sequentially from the smallest absolute value. Matching the time series with
In the step (3), when the mth accelerator switch between 1st and nth is selected under the following conditions (A) to (E), the voltage generation means A method of driving a railway model, wherein a voltage applied to the rail is V (m) expressed by the following equation.
(A) The total number of the plurality of different accelerator switches is n (B) The accelerator switch corresponding to the smallest voltage acceleration among n accelerator switches is the first accelerator switch (C) the voltage acceleration is large The corresponding accelerator switch number increases accordingly (D) The accelerator switch corresponding to the largest voltage acceleration is the nth accelerator switch (E) When the nth accelerator switch is selected, the voltage generation means The voltage applied to the rail becomes the maximum voltage Vmax after N seconds from the time of the selection V (m) = m × t × (Vmax−V0) / (N × n) + V0 − (formula)
Here, the elapsed time since the t: mth accelerator switch is selected
V0: Initial voltage

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