User and Service Manual
Contents
1. D684SV 16 C Technical and Service Information Specifications Control method dc with adaptive negative resistance Load current rating 1 2A average 5 peak Average current protection in software 1 2A Timeout period 1 205 minutes 3h 25m Autostop signal 1mA to ground lt 1V Autostop and reverse signal 10k to ground Supply Voltage 12 18 Vdc Jellyfish model 90 255 Vac 48 62Hz or 12 18 Vdc Input power connection 6mm Concentric plug pack jack IEC mains cable Output connection Spring terminals Power consumption max 25W Indicators Actual Reverse Indicator Multifunction Indicator A model Power Indicator Fan Indicator Controls Inertia On Off switch Direction switch Throttle knob A model Accelerate Coast Brake lever 17 it Diagram 1rcul v Kg 9oqdU5S DINNVASIusuinoodV2. ld 50 19915 800071721 red 8005 20 ZT OW 580 Z uolsI A ul ET UOISIAoy JoquunN szIS 19 GAT WD ZI 18 qaTpsx II suolsleA g pue v DLYN onsou3erqweg 01 a PSIO 6 a 25125 HOA 8 youms Ava L wos uo 3usuoduoD x 9d 9 yomg emau p 104 N yomg 301 MAd wz Tae l l ISI t 29A r Ak A AA Vy 5 l E YN 20 wl 22553 wA qora 7 oz Bessa Ju001 Taree al FERROS a9 ral ond dity89d9IDId fas gt 0 S25 Boo BZ 2 LAY N 1 DA Ta DDA MOTIOA aND Be By A01 fa SORREG 564 0001 Peer EZESOG x MI paxw 6 be oz I 355 s 8 225555 GND B NVPZENT Es 4 DIn 2 TOOPNI API Load kena de at gt DOA ueg X001 3001 3001 sa 05 S 69 NVYZEINT 9 01 0 0 6 ug an 924 Pr a a ou T 1 ad 2 1o 2 Jul a d DA 001 on p PeH aaoor LOSOSLINT 0 z v 10 SDA Heq L44SONW Llr8 lt y 18 PCB overlay y T g 8 NRTCWec08 21 9
3. This time the controller returns to normal operation the signal to the heartbeat and the changed values are written to non volatile memory This table is a quick reference for setting To enter set mode switch inertia off and press the brake for three flashes of the heartbeat signal Values will not change if the knob is not adjusted Color Flash pattern What is being set Defaults GREEN dash dash station halt time 6 200 s time at station 12 s GREEN dash dash dash no retrigger time 3 60 s time to clear 8s YELLOW dash dash deadman timeout delay 1min 2hrs 30 mins RED dash inertia coefficient weight of train 1 200 50 RED dash dash braking strength constant 1 200 50 RED dash dash dash stopping ABS distance about 1 200cm 30 3Bear in mind that the braking interacts with the inertia if you have virtually no inertia there will be little point in braking at all so this setting becomes unimportant since the train will stop almost at once when the speed knob is turned down anyway The braking always acts more forcefully than the acceleration The value set here controls how much more forcefully Factory Reset of Preset Values The factory reset state is invoked by applying power with the control knob turned fully up If this is the case at the end of the initial 2 second startup period the predetermined factory default set of coefficient values are used to overwrit
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5. PID684SV These techniques help but do not solve the problem The NRTC series of controllers uses an entirely different technique that removes the need for PWM pulse signals entirely 13 Analog Waveform Drive AWD Analog Waveform Drive is a method of dynamically shaping the waveform delivered to the locomotive so as to eliminate the high frequency losses that increase heating at low speeds A hardware circuit slew limits the voltage applied to the tracks to guarantee that no operating condition of the computer can stress the motor s armature In the low power situation where a Pulse Width Modulation PWM controller would deliver a short but full amplitude pulse the AWD circuit produces a wide triangular waveform of lower amplitude In this regime the waveform is amplitude modulated At medium power AWD delivers a full amplitude waveform but the rise times are kept long decreasing efficiency but keeping the wasted power in the controller rather than in the locomotive At full power AWD delivers a flat topped full amplitude signal with occasional triangular zeroes to allow the motor back EMF to be measured Negative Resistance Speed Control The PWM technique of motor speed control was in usage as early as 1968 Negative resistance speed control is a technique that was first reported in 1978 It was used on large motors but other techniques proved superior in that situation Difficulties with the stability of the method preve
6. Uy A A gt a s To initiate an automatic stop the stationing input must be pulled towards ground The stationing input normally floats to 5V through an impedance of 10kQ Grounding this input or at least pulling the line to less than 1V triggers a station stop with reverse Pulling it to below 2 5 V but not less than 1 V initiates a stop without reverse This is best achieved with 68000 resistor To trigger a station stop and have the train reverse two conditions must be met First the controller must be in Shunt mode Secondly the station input must be connected to ground directly If the station signal line is connected to ground through a resistor of 6800 to 10kQ rather than directly the train will not reverse in the stop even in SHUNT mode In the layout above the block detectors at either end of the layout would be wired to trigger reverse while the center ones would trigger a simple stop without reverse 10 Appendices How Speed Regulating Controllers Work Model train motors are small permanent magnet motors with brush commutators This kind of engine has a very useful property it acts equally well as a generator as a motor ignoring minor losses In practice this means that if it is being driven with a pulsed electrical signal in the moments between voltage being applied by the controller the motor is acting as a generator and it produces a voltage
7. locomotive N scale say will run fast with 11 volts applied and might shunt with 4 volts applied If a PWM controller applies 15 volts peak it will run a duty cycle of between 20 and 75 worsening losses by anything from one third to five times Note that the 5 times loss only occurs when the power delivered by the locomotive is less than one tenth of its full power load so that it still represents half the power dissipation of full load On this basis one might feel safe to disregard the additional dissipation of a PWM controller It can be no worse than running at a large fraction of full speed for the same amount of time However the resistive loss case discussd above is somewhat naive In fact motors are quite complex magnetic systems They present inductive reactance and exhibit magnetic loss mechanisms such as eddy currents in the armature metal Together with a PWM signal these decrease efficiency and cause heating of the motor Worse cooling is more effective when the engine RPM is high but PWM losses are greater at low speed This makes for the unintuitive case that burnout is more likely at low speed with PWM drive This is especially the case with open frame motors that rely on convective cooling of the armature Much of the energy in a pulsed signal is contained in frequencies above dc A squarewave signal corresponding to PWM with 50 duty cycle puts half of its energy into frequencies above dc this fraction increases as
8. station and stopping at just the right position requires some skill Upon approach to a stop the throttle switch is pulled to the center position and the train begins to coast The brake lever is paddled on and off to slow the train at the correct rate to finish aligned in a station The simulated INERTIA makes for more realistic operation However it can be annoying if you only want to set things up on the layout so it can be bypassed by switching INERTIA off With INERTIA off the train immediately obeys the controls rising as quickly as possible to the speed set by the knob and stopping immediately if the THROTTLE switch is moved out of the accelerate position and reversing immediately if the reverse switch is toggled With INERTIA switched on sudden reversal of the direction does not cause the model 4 to suddenly change direction Instead the train slows to a halt and then immediately takes off in the reverse direction The ACTUAL REVERSE indicator shows the change of direction only when it actually happens With INERTIA switched off the reverse switch is ignored until the train is halted Thus the locomotive is never instantly reversed Reversing In Cruise mode the DIRECTION switch selects forward or reverse direction In Shunt mode the DIRECTION switch changes the sense of the knob If you want a clockwise twist to make the train go forward but the track is wired so that it goes backwards change the position of the DIRECTION sw
9. the duty cycle falls as does the content at higher harmonics of the pulse frequency This is roughly like trying to run your dc model with half of the energy applied as ac power instead Above a certain frequency of operation perhaps as low as a few hundred Hertz the energy is simply lost as eddy current losses in the magnetic circuit Efficiency would be improved if the frequency of operation the pulse repetition rate or PRR was to be lowered However below a few tens of Hertz the locomotive vibrates This high frequency loss accounts for much of the excess heating in a locomotive driven with PWM It is possible to measure motor heating a small motors Figure 2 shows temperature rise for a small motor run at a constant speed in the two cases of plain dc and a PWM signal with 50 duty cycle The temperature rise is about double as expected from the simple theory Figure 3 shows the temperature rise in a small locomotive motor designed to use convective cooling assisted by an open case frame and the armature motion More than double the temperature rise occurs in this case where the motor is doing one quarter of the work A rule of thumb for electric motors is that their life is halved for every 10C 18 degrees F rise in the armature temperature If your locomotive feels warm to the touch on the outside this suggests an external temperature in the region of 38C 100F Luke warm is 38 100F the limit of what you can touch comfortably is in
10. the region of 55C or 130F The armature temperature could be much higher perhaps 80C 175F especially 12 Temperature Rise Celcius 0 50 100 150 200 250 300 Time seconds Figure 2 Case temperature rise for a small motor at 6000 RPM using DC and 50 duty cycle pulsed drive The dashed trace identifies the pulsed drive Temperature rise corresponds exactly with the armature current form factor as predicted Temperature Rise Celcius O NY O OQ O WO CO T 0 50 100 150 200 250 300 Time seconds Figure 3 Case temperature rise for an N scale locomotive motor with dc and 25 duty cycle pulsed drive of the same peak magnitude Load was kept constant and speed alowed to vary in light of the fact that locomotives do not generally have a cooling fan on the drive shaft as do the motors of cordless power tools for instance Locomotive motors tend to rely on having an open casing and a draft created by the armature itself This means that it is wearing out approaching burnout 32 or 64 times faster than if you had left it on the shelf If that sounds scary remember that shelf life is very long and the duty cycle of usage is usually quite low unless the locomotive is used somewhere like a shop window These lifespan considerations promoted the inclusion of the timeout or dead man func tion and the development of Analog Waveform Drive or AWD in the
11. when using simulated inertia A model only 2 Using the Controller The front panel of the NRTC is pictured in figure 1 The controller has a THROTTLE KNOB a THROTTLE LEVER a DIRECTION SWITCH and a switch to turn INERTIA called MOMENTUM on US models on and off It has a MULTIFUNCTION indicator and an ACTUAL DIRECTION indicator The THROTTLE BRAKE LEVER appears only on the A model A major differentiating characteristic of the NRTC controllers is the ability to work in shunt mode where the knob is a center off control that is turned one way to make the train go backwards and the other way for forwards as well as cruise mode where the throttle knob sets speed and the reversing switch sets direction If the knob is near the center position when the power is applied the controller works in the center off shunt JSE C TION F R IN R 1A Inertia Select Switch ZE O Direction Selector ERSE Actual Direction Indicator Multifunction Indicator o Control Knob i Throttle and Brake Selector BRAKE Figure 1 Front panel layout of the NRTC A model shown The Throttle Brake selector is absent from the compact B model mode If the knob is closer to the full anticlockwise position when the power is applied the controller works in the cruise mode with full anticlockwise being minimum throttle Th
12. NRTC Model Train Controller Operator and Reference Manual A and B Models June 2008 revised June 2013 Contents 1 Introduction 2 Using the Controller 3 Automation of Layouts Appendices A How Speed Regulating Controllers Work B Wiring Up the Controller for Station and Siding Stops C Technical and Service Information 11 11 14 17 1 Introduction The NRTC series of model railway controllers are a revolutionary new design that offers the speed control of feedback controllers without pulsed power or any of its inherent problems such as motor overheating Features of the NRTC include e Precise speed control by feedback regulation of engine RPM e The gentle action of traditional fully analog drive voltage not PWM to guarantee that delicate locomotives are not overheated e Shunt center off and Cruise anticlockwise off modes to suit layout and operator needs e Adjustable simulated inertia momentum and an override switch to disable inertia for setting up e Momentary action braking when using simulated inertia for realistic driving e Interlock against reversing at speed e Timeout mode dead man switch to halt unattended trains e Full overload protection e Station stopping with ABS constant distance pull up A model only e Automatic station stops with and without reversing for automation of layouts A model only e Different acceleration and coasting deceleration rates
13. This voltage is the so called back EMF of the motor and it is proportional to the speed of rotation of the motor shaft Feedback contollers measure the speed using the back EMF and try to adjust their operation moment by moment to maintain constant speed in the motor This is the basic principle of industrial control applied to motor speed When operating properly the controller ensures that the setting you have on your control knob is the speed of the train not the amount of power applied as in the case of say the accelerator pedal of your car The controller acts like a kind of cruise control A cruise control makes it easy to drive on the freeway The feedback controller makes the drivers life easier by keeping a train running at a known speed even as it climbs hills However a cruise control is not useful for low speed work not much call for shunting with an automobile Why then is a feedback controller so popular for shunting The answer lies in the fact that when you scale things down and make a four inch model act like a 40 locomotive it goes wrong There is very little weight in a model compared to the original no wind resistance very different running friction and wheel slippage yet vastly more stiction and very little immunity to small pieces of dirt on the track etc Feedback controllers and particularly the PWM type help to negate the nastier of these Low speed running is vastly improved in a feedback control
14. de Open Circuit This is a sequence of four short red flashes repeating every second It occurs if the locomotive is off the track or a connection is broken between the controller and the track Overload A long red flash with a short dark blink every second indicates an overload or short circuit It means that the controller was asked to deliver too much current This may happen when there is a derailment and metal lies across the rails or if you have too many locomotives on the track This is a latching condition that switches off the power to the rails to protect train and controller and is reset by pressing the brake lever or cycling the power Stationing This is a continuous series of short blinks in green It shows while the train has been halted by the autostop function Operation will resume after the preset interval 2 dash This is two long blinks one quarter seconds long each every second separated by one quarter second a sort of dash dash pause sequence It means the controller is in set up mode If yellow the knob may be turned to set the inertia If green the knob may be turned to set stopping distance If red the knob may be turned to set the timeout dead man interval When the button is next pressed the set will advance to the next step If the knob is not adjusted by at least 5 degrees no change occurs 3 dash This is three long blinks one quarter seconds long each every second separated by one quarter second
15. e the working set This function is useful if you have been adjusting the coefficients to see their effects and you want to return to a known modest feel of operation or if you intend to use the controller alternately with layouts of different scales 3 Automation of Layouts The conroller can accept an autostop signal This is typically a logic signal from a block detector on the approach to a station The purpose is to enable automatic stopping at a station or stopping with reversal at a terminus or siding The signal is applied via a 3 5mm connector on the rear of the controller When the signal is received the controller shows a fast flashing indication on the indicator LED and the train is decelerated to a halt for a number of seconds This stationing duration is set and stored in the controller s non volatile memory The controller attempts to apply brakes to the correct extent to bring the train to a stop the same distance from the block detector irrespective of the speed when the block is entered This distance is also set and stored in the controller s non volatile memory Of course there are limits to the ability of the autostop mechanism If the train s speed is so low and the stopping distance K so large that the train coasts to a halt too soon without any braking easily the case if there is very little inertia set by K the autostop will miss It will miss if the train is travelling very fast and the distance is s
16. et to a small value However within physical limits the autostop is a good autopilot The signal required is a connection from the autostop input to ground The autostop cannot be retriggered for a few seconds after the train restarts This is to prevent the rear of a long consist from retriggering the block detector if the stop distance is less than the length of the train or in the case of a train reversing out of a siding and triggering a second stop as it must again pass the block sensor If the autostop function is to be disabled the connection to the autostop input must be broken by a switch In other words the controller always responds to an autostop request The diagram below shows an example of a layout that demonstrates the use of block detectors with the controller To automate this layout four block detectors could be placed as indicated by the triangles The detectors at either end of the passing loop would be wired to signal a stop without reverse the detectors near either end would be wired to signal a stop with reverse The directions for wiring the block detectors to the controller are given in appendix B oa HII Ka lu Temm 7 WWW an TT ng NN WWW AN WWW A Tuo Ch i WW WWW WWM WU i nu call
17. gaps dash dash dash pause If yellow the knob may be turned to set the braking strength If green the knob may be turned to set the station stop interval Controller Presets The NRTC has a number of preset values These include the amount of inertia the strength of the brakes the period of time associated with the dead man switch the station stop distance and the station stop interval These are preset to levels that we believe most modellers will find confortable However they can be changed to suit your taste or the dimensions of your layout If the brake switch is held down for 3 seconds with INERTIA off a setting function is activated rather like setting the time on a digital wristwatch This allows the user to adjust the preset parameters of the controller The controller then allows each of the things listed above to be set via the knob in turn Momentarily pressing the brake advances from one item to another until the last press saves the new values to non volatile memory and returns the controller to normal operation While setting the previously selected speed setting remains in force so that you may have a train running and observe the effects of changes in the background The INERTIA switch can be switched back to restore inertia once setting has started it is not required to be off throughout the setting procedure Here is a description of the various things that can be changed 1 The station stop interval se
18. is startup decision works quite well since the control is most usually left in the off position and this is near full anticlockwise if the control is zero off mode and it is uaually turned through half the travel if it has been in center off mode The left right shunt mode is indicated by the MULTIFUNCTION indicator blinking short double flashes and the left off cruise mode is indicated by single flashes These flashes of the MULTIFUNCTION indicator are called a heartbeat signal They consist of a one sixteenth second green flash every second in Cruise mode and two one sixteenth second flashes close together every second in Shunt mode In Shunt mode the full speed available Think of the two flashes as suggesting that the knob can be turned to either the left or the right This mnemonic helps you remember the meaning of the heartbeat from the controller is somewhat lower than that available in Cruise mode This makes for smoother action of the control knob and is convenient as high speed is not usually required when shunting In normal running the train is started by switching the THROTTLE SWITCH to the ac celerate position and turning up the THROTTLE KNOB The train is stopped by paddling the THROTTLE SWITCH to the brake position The brake position is sprung so that when the switch is released the brakes are released and the train coasts The train can be driven simply by moving the switch betwee
19. itch and the sense will be inverted The DIRECTION LED indicates the actual polarity delivered to the track It is useful for indicating exactly when the train reverses direction since inertia can delay a reversal of direction for some time after the user reverses the thrust and without inertia the reverse request can be ignored until the train is manually slowed Multifunction Indicator The indicator above the throttle knob provides information about the train and controller This is the list of indications and their meanings Cruise Heartbeat This is a single short blink every second This is the normal healthy indication in Cruise mode Knob operates anticlockwise off and the train is put into and out of reverse by means of the DIRECTION switch alone Shunt Heartbeat This is two short blinks every second a blip blip pause sequence This is the normal healthy indication in Shunt mode Knob operates center off The DIRECTION switch reverses the sense of the throttle knob Boot Indication When first turned on the light flashes yellow very quickly about 15 times per second for around 2 seconds This tells you that the controller has passed self test If this sequence occurs you know that the power has just been applied Time Out This is the dead man indication and consists of slow even yellow flashes half second on half second off Adjusting the THROTTLE knob by more than 5 degrees or pressing the brake lever cancels this mo
20. ler Pulse Control and Motor Heating Many enthusiasts believe that pulse controllers overheat locomotives and are responsible for burnouts and excessive brush and commutator wear On the other hand some authors have suggested that PWM controllers do not increase the stress on motors significantly Who is right Theory aside there is no doubt that motors run much hotter when driven by a PWM controller A 10 minute comparison test will show this clearly without any more accurate measurements than the temperature sensing of your upper lip However such tests also make it hard to believe that the heating could be bad enough to burn out a locomotive The excess heating is less pronounced at higher speeds actually at levels closer to 100 duty cycle of the controller meaning with its control turned up higher So the situation is worse if you are using a controller designed for higher voltages than your loco requires for 11 instance running a Z scale locomotive with a PWM controller designed to handle G scale models Simple theory based on resistive losses says that the heat generated with pulsed drive will be higher than the constant de case by a factor of the duty cycle In other words if the PWM must use a 50 duty cycle to achieve the desired speed resistive losses will be double what they would have been with a proportional analog controller and if it has to use a 10 duty cycle the losses will be 10 times greater In practice a small
21. n the accelerate coast and brake positions as required leaving the throttle knob at a suitable thrust level The train can also be controlled by leaving the THROTTLE SWITCH in the Drive position and adjusting the THROTTLE KNOB In this situation the NRTC A acts like an NRTC B which has no THROTTLE SWITCH on its panel This is the more conventional arrangement for train controllers Dead man Function The controller has a dead man function If no adjustments are made to the speed for a period of about half an hour the controller goes into its standby or dead man mode This is signalled by a slow even 1 half second flash per second yellow flashing of the MULTIFUNCTION indicator The train is stopped when in this mode Touching either the brake or the speed knob will reset the controller into its active mode and allow the locomotive to be driven The controller starts in the standby mode as a safety precaution so that locomotives do not take off as soon as power is applied if the control knob has been left turned up Inertia Momentum The controller is provided with an INERTIA switch that allows you to turn the simulated inertia off and on On some models INERTIA is called MOMENTUM instead When INERTIA is on the brake switch causes the train to slow down more quickly just as pressing the brake pedal in a car slows it down more quickly than simply removing your foot from the accelerator Driving the train into a
22. nted it being applied to small electric motors until now If the resistance of the motor can be determined it is possible to calculate the back EMF without switching off the power as is done with PWM The speed can then be sensed via the back EMF without a pulsed supply Adaptive control techniques developed in the late 1980s can now be applied with sufficiently little cost that they enable negative resistance speed control of models The method essentially involves estimating the motor resistance through calculations carried out in real time in a small microprocessor using motor current and voltage mea surements Then the controller applies a voltage equal to the value of the back EMF corresponding to the desired speed plus the voltage loss that is to be anticipated for the current being drawn This creates a controller that appears to have an output resistance equal to minus the motor loss resistance The net effect is to force the motor to rotate at the desired speed B Wiring Up the Controller for Station and Siding Stops A unique capability of some Portrail controllers is to automate halts at stations and terminus sidings as described in section 3 In this section we describe how to wire up Portrail block detectors to a controller to enable stops with and without reversing In the diagram below a block detector is shown wired to a PID684SV controller so that a station stop will be triggered whenever a train is detected by the block de
23. ou wish to change braking make no adjustment to leave it unaltered When satisfied with the value press the brake lever again The controller will advance to setting the station stop distance The signal becomes two green dashes of 187ms duration spaced 65ms every second Again adjust the control if you wish to change the value make no adjustment to leave it unaltered When satisfied with the station stop distance press the brake level again This time the controller will set the station stop interval The signal becomes three green dashes of 187ms duration spaced 65ms every second When satisfied with the value press the brake lever again Finally the controller displays the code for the last preset two red flashes This cor responds to the duration before the dead man circuit shuts off the train A counter counts minutes it is reset every time the knob or brake is touched If it counts the preset number of minutes the train is slowed to a halt until the knob or brake are touched at which point it resumes where it was left off The control can set from 1 to 200 minutes a little less than 3 and one half hours delay The factory default is about 30 minutes or half an hour If you have children who may use the layout a short time of 5 minutes can preserve locomotive life If you are a shopkeeper with a display layout a couple of hours allows for long display followed by controlled shutoff after you leave Press the brake again
24. ress the brake at least three more times Now you can test the new value This procedure becomes easy to remember once practiced a couple of times In general a full setting sequence might go like this Switch off inertia hold the brake on for three or four heartbeats release the brake observe double yellow dashes restore the inertia switch to the on position You are now ready to adjust presets The double yellow blinks show that the controller is ready to change the inertia The maximum value corresponds to the control turned up to full speed fully clockwise the minimum or zero to the full counter clockwise position Using the clockface analogy 7 O clock is the zero position and 5 O clock the full up position If you do not wish to change the value leave the control untouched The value will not be altered no matter the position of the knob if you make no adjustment while at this stage If you want to change the inertia adjust the knob 7 When satisfied with the inertia setting press the brake lever again The controller will advance to setting the braking strength The signal becomes three yellow dashes of 187ms duration spaced 65ms every second a dash dash dash pause pattern A small value means that the brake button will have very great effect A larger value means that the brakes will seem to work very weakly Too small a value makes the train stop quite quickly unrealistically so if desired Again adjust the control if y
25. tector Similar wiring applies to other models with ground and autostop connections 14 V e Tt PORTRAIL BLOCK DETECTOR GROUND GND p D ss POVEVVos SoSSM TM AUTOSTOP ETEC SIGNAL PID684SV It is possible to connect any number of block detectors in parallel using the arrangement below The block detectors connect their DETECT lines to ground when they sense a train When the STATION line in the controller is pulled low the controller pulls up the train in the prescribed distance In these circuits the train will reverse if the controller is in SHUNT mode but not if the controller is in CRUISE mode C eoo Spoo PID684SV 15 If a 10kQ resistor is wired in series with the block detector line the reverse if SHUNT function is disabled In this way it is possible to arrange for reversing to occur only at certain places in the layout but not in others In the circuit below the train will reverse for one detector but not for the other provided it is in SHUNT mode It will not reverse for either block detector if it is in CRUISE mode
26. train compared to allowing it to coast to a standstill with the knob set all the way up to maximum the brake will stop the train in half the time it would take to coast to a stop With the knob set to a low value mostly anticlockwise the brake will stop the train very quickly indeed as if the brakes apply to all wheels at once When the knob is turned to the 9 O clock or 10 O clock position the effect is most realistic 6 The stopping distance sets the length of track the train will travel after the autostop signal occurs typically the distance to the station from the position of the local block detector The autostop or stationing function operates something like the ABS in computing an optimum amount of braking effort to exactly position a train in a station or siding irrespective of how fast it was travelling when the braking started Section 3 describes the use and setting of this function in detail Suppose you wish to change the station stop distance from its default value so that your trains stop neatly at your platforms The sequence goes like this Switch off inertia hold the brake on for three heartbeats release the brake observe double yellow dashes on the MULTIFUNCTION INDICATOR showing that the controller is ready to set the first preset inertia press the brake lever two more times and observe double green dashes adjust the knob and leave it at about the 9 O Clock position to give a short distance p
27. ts the period of time that a train remains stationary after an autostop The knob sets the interval from 8 seconds to about three and a half minutes 2 The no retrigger interval sets the period of time before which a train can trigger another autostop This interval can be important if a train halts while it is still on The save to permanent memory only occurs on the last button press of the sequence Thus if you feel that you have messed up the setting sequence removing power before you finish cancels the changes the detector as it gives a time for the train to clear the sensor The knob sets the interval from 3 to 60 seconds 3 The dead man timeout duration is the period of inactivity before the controller goes to stand by and automatically stops the train If the controls are not touched for a time the controller assumes the train has been forgotten and automatically halts its motion This is the delay on the so called dead man switch It can be set from 1 minute to 200 minutes over 3 hours 4 The inertia constant sets how long it takes the locomotive to come up to speed and to slow down when coasting to a halt The knob roughly varies so as to cause a train to take anywhere from 0 1 seconds to 30 seconds to coast to a standstill 5 The braking constant sets how rapidly the train comes to a halt when the brake button is manually depressed The value controls how much faster the brake is able to slow down a
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