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HO scale ALCO DL-109 Installation

11/15/2014

 

Project

Two new Walthers ALCO DL-109 HO-scale locos will be converted to S-CAB radio control and battery power for operation as a permanent consist with number 759 as the lead loco (the A unit) and 749 (B unit) running backwards. An identical set of components will be installed in each loco and the 2-loco consist will be operated by giving each loco the same decoder address. 
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Planning

When buying locos for S-CAB installations, it's best to avoid factory-installed decoders and we begin this project with a "DC version" Walthers model. Although it is marketed as DCC ready, this loco is not DCC friendly. A circuit board to accommodate a decoder is provided above the motor, but there is very little clearance between a large metal casting that forms the model's frame and the underside of the loco's roof. Removing part of this casting is the only way to create space for battery and radio components. This requires complete dis-assembly of the loco and, although this may seem like a lot of work, it's not very difficult and provides a more orderly way to perform an installation. The mass of metal that forms the loco frame is photographed below.
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Original Loco Frame

Modifying the loco frame

There are only three locations where removing metal can provide useful space:
  • Above the motor, but not lower than the top of the motor, provides an extra 1/8" clearance
  • Above the front truck and drive shaft, while leaving clearance for the truck to swivel and tilt freely
  • Above the rear truck and drive shaft, while leaving clearance for the truck to swivel and tilt freely
The result is illustrated below.
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Modified Loco Frame

Selecting components

There are five components to install, three of which significantly affect space requirements. The BPS circuit board is fixed and the TSU-1000 decoder is required to safely handle power requirements of this heavy loco. This leaves battery, radio receiver and speaker for which we have options.
Highest priority is the battery. It is the largest component and determines operating duration between recharges. Since small speakers in well-designed enclosures provide good sound quality, it is a good trade-off to make speaker size our second priority. Radio receiver size can be modified by antenna choice and orientation.
Final Selection:
S-CAB battery power supply, BPS
BPS battery, 850 mAh LiPo
Decoder, TSU-1000, model 827104
Speaker, Railmaster, DS1425-8
S-CAB receiver, cross-wise mounted antenna

Arranging components

Here are a few considerations that led to the final arrangement illustrated below.
  • For good radio reception, avoid placing the radio antenna against a metal surface.
  • The BPS turn-on sensor must be outside the range of magnetic fields created by motor and speaker.
  • The speaker should be located so that the motor magnet does not interfere with speaker performance.
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The radio receiver is mounted at front of loco and part of the frame is cut away for two reasons:
  1. To accommodate the speaker
  2. To create some air-space between antenna and metal frame.
By mounting the receiver above the speaker, it is almost out of sight above cab windows.

The speaker is glued to a styrene plastic mounting that is attached to the frame with screws, which allows assembly to be removed for access to drive shaft and front truck. To complete this sub-assembly, the radio receiver will be mounted on back of speaker enclosure with adhesive or double sided sticky tape.

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The BPS is installed at the rear of the loco where it sits in a plastic mounting attached to the loco frame with screws so that the rear truck is accessible. By using 1/8" styrene, the two largest BPS components (inductors) are almost flush with the lower surface of the plastic mounting. There is also a spacer below the mounting so that the BPS magnet sensor is positioned close to the loco roof.
This arrangement leaves space above the motor for battery and decoder, neither of which is sensitive to the motor's magnet.

Tweaks to reduce component size

The BPS is delivered with holes for wire stress relief to prevent breaks at soldered connections, but this precaution can be abandoned to shorten the circuit board by about 1/8".
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Eliminating battery socket and direct wiring the battery connection is another space saver. Wire both battery and BPS with leads an inch or more in length, then solder and insulate to join leads as the last step in making the connection. This reduces the risk of accidental short-circuit while working with a charged battery and also provides extra wire to simplify battery replacement, should this become necessary.

Tweaks to fit components in available space

S-CAB receivers are normally bundled back-to-back with the decoder, but an end-to-end arrangement fits more conveniently in this loco. Receiver and decoder are close together for this installation, but there is no limit to the length of wire between receiver and decoder. 
Although the antenna cannot be separated from the receiver circuit board, there is a selection of different antennas and some can be oriented to suit the available space. This installation uses a ceramic chip antenna mounted "cross-wise".

Completing the project

There is nothing quite as frustrating as completing, testing and tidying up wiring, only to discover the loco's body shell will not fit with everything installed. To avoid this disappointment, it's best to perform several trial fits of the shell with various combinations of components temporarily held in place with electrical or Kapton tape.
Components should be bench tested before installation and retested as each subsystem is installed and wired. This includes a test to be sure motor polarity is wired correctly and noting for this installation that loco 749 will be running backwards when the consist is operating in forward direction. It is therefore convenient to wire its motor with reversed polarity relative to the lead loco (759).

Setting up the consist

As mentioned earlier, locos will be coupled back-to-back to form a more or less permanent consist. Since the locos are mechanically identical and their speed characteristics are similar in each direction, no speed curve matching is required and respective motor control CVs will have identical values. Configuring function outputs is easy, since a headlight (function F0) is the only loco feature to be controlled. One other function output, F5, will be used to turn off battery power.
Assigning the same decoder address to each loco, avoids the need for a separate consist address. Each loco's decoder, having the same address, will respond to a radio command for that address. The only reason to set up a consist address is a requirement for each loco to respond differently to the same command. This also applies to CV programming commands and is the reason loco 749's motor was connected with polarity reversed; it runs backwards in response to a forward command. A similar result could be achieved using CV29, but this requires the decoders to have different values for CV29. Except for the bell (which is set to zero volume in 749), both locos have identical values for all CVs.
With radio control, no programming track is required and, once the decoders have the same address, CVs are programmed simultaneously for both locos, using either operation or service mode programming. To set a CV value (for example, the bell volume) for only one of the locos, just turn off the other's battery power. If using service mode programming, be sure to turn off power for all other decoders to prevent them from responding to a globally addressed command.
To separate the consist and operate as separate locos, the S-CAB throttle can be used to change the address for one of the locos. If desired, CV29 can be programmed (using the S-CAB throttle) to reverse motor polarity of loco 749.

Operation

The consist is operated in the same manner as a single loco. Momentum settings should be the same for each loco with values that match acceleration and braking somewhat realistically with diesel engine exhaust sound. This can be done by using the S-CAB throttle to adjust the values of CVs 3 and 4.
Except for one operating scenario, decoder default settings operate headlights automatically. F0 toggles headlights on and off. With F0 on and loco 759 moving forward, its headlight will be on and 749's will be off. However, if the consist is backing a train into a station or siding, 749 will be shining its headlight onto the end of the nearest car. Operation will be a little more realistic if F0 is used to turn off headlights.
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Battery power requires a method to turn batteries on and off. If the consist is on powered track, turn-on is automatic when BPS detects track voltage. If track is not powered, a magnet held close to the on-board sensor turns the battery on manually. With some wired connections between locos, both could be turned on using one loco's sensor. However, it's simpler to just turn on each loco separately (so long as we remember to do it).

If there is no track power, a decoder F5 command turns off batteries of both locos (since their decoders have the same address). Function commands toggle decoder outputs on and off. It may not seem intuitive, but turning F5 on, turns battery power off. However, the presence of track voltage overrides decoder F5 output and keeps battery power on. This can be the basis of a useful procedure as follows. 
At the conclusion of an operating session, the consist (or loco) is parked on a siding with track power to charge the battery and with F5 turned on. If later, the loco being charged is forgotten and track power turned off, F5 will immediately turn off loco batteries and prevent slow discharge from draining the battery. With battery power off, all loco electronics shut down, including the decoder, which will reset to its default state (F5 off) next time it turns on. 
Comment: Some decoders save the state of their function outputs when shut down. Since this complicates using the decoder to turn off battery power, it's easier to initiate battery turn-off manually with a second on-board magnetic sensor.

American Models S-Scale EMD F-40PH

5/18/2014

 

Introduction

Converting this loco to S-CAB radio control and battery power supply is a relatively easy project. Since there is plenty of space, I devoted extra effort to building a framework out of styrene plastic to hold electronic components and battery. A SoundTraxx TSU-1000 sound decoder, the S-CAB radio receiver and the BPS battery power supply will sit on a shelf above the motor. Two 850 mAh batteries will be mounted on edge; one each side of the rear truck assembly.
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Loco with conversion completed on the rails for testing.

Installation

Removing 4 screws and the front coupler allows the loco body to be removed from the chassis. The rear truck-mounted coupler does not obstruct removal of the body shell. Each truck is secured by a self locking nut, which, when removed, allows the truck to drop from it's mounting. In the photo below, I've also removed drive shafts as well as some wiring for track power pick-up and headlight. The die-cast metal frame is simple and functional, providing a good foundation for constructing some plastic framework to keep the rest of the installation tidy and secure.
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The entire installation is two assemblies; battery power supply and batteries at the rear of the loco chassis; decoder, radio receiver and speaker in the middle and the loco cab is left unobstructed except for a frame (to mount a marker light) that is barely visible above the cab windows. For easy access to motor and drive shafts, the plastic framework is mounted with screws accessible from underside of the loco. The retaining nut for the rear truck can be adjusted by moving the BPS circuit board out of the way.
I forgot to remove the blue masking tape when taking the photos below, but it's something I do quite frequently to keep unruly tangles of wire under control during assembly. Paint masking tape has the advantage of being sticky enough to hold wiring out of the way and does no damage when being removed. 
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Since batteries don't last forever, it's best if they are accessible, as illustrated in the photo below. The BPS circuit board should be mounted so that the magnetic sensor is close to roof or side of the model where it can be activated by a magnetic wand/pencil. If the BPS board must be buried deep within the model, the sensor can be removed from the board and glued to the model's shell with wiring back to the BPS.
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Below is a view from the front of the loco showing the factory installed headlight, which I've wired with a 4,700 ohm series resistor and connected the the decoder headlight output (white and blue leads). I've also added a small surface mount LED as a marker light (also with a 4,700 ohm resistor) and powered directly from the BPS 12 volt output. It's primary purpose is to indicate when battery power in turned on. Sound from the decoder will also confirm power is on, but not if sound has been muted.
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Barely visible below the radio antenna is a model DS1425-8 speaker from RailMaster Hobbies. It's already assembled in an enclosure (16x27x9 mm) and produces very good sound for its size.

Testing and Tweaking

A neat aspect of this assembly is no components (e.g. lights) are mounted on the loco shell and therefore, there is no wiring between chassis and body of the model. All testing and initial programming of decoder CVs is done before closing up the model.
Operating Tests: Since Tsunami CV default settings are compatible with S-CAB, initial test runs are done before adjusting decoder Configuration Variables (CVs). Since I'd previously checked BPS operation, I began this running test with no track power and turned on battery power with the magnetic sensor. Using an S-CAB throttle and factory default decoder address "3", the loco moved slowly at speed step 1, direction control operated correctly, headlight control worked as expected, sound volume was good, and function output F5 turned off battery power as planned.
Battery charging: For this test, I connect a variable voltage DC power supply with current measurement to the rails and slowly increased voltage while watching current measurement. At about 5 to 6 volts, the decoder came to life and the marker light indicated track power has been detected. Current reading (typically about 200 to 400 mA) confirmed battery was charging. When DC power supply to the track was switched off, decoder and marker light continued to operate on battery power. All was good.
Decoder CVs: The basic decoder CVs can be programmed with an S-CAB throttle using broadcast mode. This requires that the "ALL" key be pressed immediately after switching the throttle to CV mode. I set CV values as follows:
CV1, decoder address, new value "6"
CV2, minimum speed, new value "1"
CV3, acceleration, new value, "20"
CV4, deceleration, new value "20"
CV5, maximum speed, no change
CV6, mid-speed, default value, "0"
CV29, decoder configuration, set to S-CAB default value "0" (The actual value stored in the decoder is "2")
Replacing the loco body: In this case, the body shell slips over the fully wired and tested chassis. Before attempting this, I used electrical insulating tape to tidy up any wiring likely to cause problems by getting stuck as the shell is maneuvered over the plastic frame holding the components. This is also the right time to make sure all wiring is properly insulated.
Once the loco body is securely in place, there is one more check to be sure the magnetic sensor is located close enough to the underside of the loco hood to reliably detect the magnetic wand. (Magnet actuation range is between 0.375 and 0.5 inches.)
Load Test: I performed this test with track power on. The idea is to prevent loco movement without applying pressure that artificially increases traction. The objective is to measure current consumption at the point where the loco loses traction and wheels begin to slip. This loco has plenty of traction; I had my hand blocking forward motion and the loco simply slide the track across my workbench. With track secured and the loco wheels slipping, current consumption was approximately 800 mA. This is right at the short-term overload capability of the BPS when operating on battery power. However, without the assist of track power, BPS current limiting would automatically lower voltage to reduce load and prevent BPS overload.

Life-Like Proto-2000 HO GP9

4/26/2014

 

The Challenge

Narrow hood loco models with heavy metal castings are difficult candidates for battery power and radio control. This Life-Like Models GP9 is a classic example. It's assembly is simple; basically three sub-assemblies held together by a few screws. Remove couplers, undo 2 screws and the plastic shell lifts off in one piece. Undo 4 more screws and a large die-cast molding lifts off the chassis. This metal casting is designed to fill available space and maximize loco weight. Fortunately, it's robust and nothing is directly attached, so there is minimal risk to removing metal from top of the casting to create space flush against the roof of the engine hood. The objective is to remove a little metal as possible so as retain enough weight for reasonable traction. 
A non-sound decoder will be used for this installation, although a sound decoder could be used if more metal is removed to make space for a speaker. However, further reduction of weight is not desirable unless sound is a high priority.
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The Chassis

This is all neat and tidy. No work is required except replacing motor and track power connections with more flexible wires that are less likely to fatigue and break as I struggle with reassembly.
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Installation

Carving (machining) a flat top surface on the metal casting creates space and provides a convenient mounting for battery power and radio control components. Electrical insulating tape is used between components and bare metal as well as holding everything in place. Since the metal casting is a snug fit in the body shell, there is no room for wires between the casting and sides of the body housing. The only space for wiring is between top of components and hood roof.
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This photo shows arrangement of components with wiring complete except for front and rear lights (white, yellow and blue leads). LEDs with series resistors are already mounted in the body shell. With so much metal, I was concerned about radio reception and mounted the radio receiver with antenna at front of the loco above the driver's cab. The battery is above the motor and battery power supply at the rear of the loco. The narrow hood limits battery choice to 550 mAh storage, smaller than I would prefer, but probably adequate given the motor's low power consumption and the fact that most of the owner's layout is powered. The BPS has also been trimmed by removing wire stress relief holes and eliminating the battery plug and socket by wiring directly to BPS terminals.

Lights

It has become common practice for manufacturers to use clear plastic light diffusers or light pipes for loco lights. To save space, I use a tiny surface mount LED glued directly to the diffuser or light pipe with clear epoxy cement. I also use warm white LEDs instead of the more readily available blue-white LEDs that are totally unrealistic representations of loco lights. With a 12 volt supply, I use a 4.7 K-ohm series resistor, which means the LED current is about 2 mA.
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Battery On/Off Switching

The battery turns on and stays on when track power is detected. A magnet (mounted on a pencil) and two magnetic sensors are used to manually turn battery power on and off. Since a sensor's activation range is about half an inch, (I aim for about 0.375" to make sure switching is reliable), it should be mounted as close as possible to top or side of the loco shell. The "on" sensor is already included on the BPS circuit board. I generally mount the "off" sensor on or near the radio receiver because the radio antenna is best located as far away from the motor as possible. This same precaution applies to the sensor because the motor's magnetic field will falsely activate the sensor.
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Battery On
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Battery Off

Using S-CAB with a Titan Decoder

4/9/2014

 

Objective

This  project began with a goal to investigate use of QSI's Titan decoder with S-CAB radio and battery power. It evolved into a project to install Titan decoders in S-scale brass locos using BPS battery power and controlled by S-CAB radio.
QSI's trademarks and intellectual property rights are acknowledged.
The purpose of this post is to publish some videos showing progress toward our objective. I say "our objective" because this has been a cooperative effort with an S-CAB user, whom I will call "Bill". It is work in progress and these videos, taken on my workbench using a cell phone, are not intended to be sophisticated little movies.

Background

Until now, a search of this S-CAB website for "Titan" (use the search box at top of the page) produces an obscure reference on the Price List page. It has remained obscure because there's not much demand for Titan. However, Bill has persisted with great patience and tenacity. It began mid-2011, when he noticed QSI was replacing their then-current sound decoder (Revolution) with a new product called "Titan". 
Bill purchased and sent Titan to me as soon QSI began delivery. By July, 2011, with some help from QSI, I converted Titan for use with S-CAB and battery power. This decoder is a very ambitious product; both in terms of functionality and technical complexity, which makes it difficult, both for me as I work on S-CAB radio control and battery power, but also for users trying to install the product. I thought it premature at this early date to publicize S-CAB compatibility. I had no experience installing or operating a loco with Titan. Bill was busy testing S-CAB (with Tsunami) and BPS power in one of his locos and did not follow up immediately with a Titan order.
However, an order for S-CAB with Titan did come through Northwest Short Line (NWSL) from a purchaser with computer programming experience. I mention this because this client dragged me reluctantly into providing S-CAB support for programming Titan CVs. With professional programming experience, he did not require me to get involved with actual programming of Titan CVs. Consequently, I was not well-prepared for the full scope of a Titan installation.
Fact is, Titan does not distinguish itself from the crowd until its CVs are well-tuned to the characteristics of a loco. In other words, making Titan compatible with S-CAB and installing it in a loco with radio control and battery power is only the first half of the challenge. Completing the battle requires diligent work programming CVs, a process that requires QSI's Quantum Programmer connected to a PC running their CV Manager software.
In theory, Titan can be programmed without a computer, but it's practically impossible without the capability to both read and write CV values. Without the ability to read a CV value, each change must be documented manually during a trail and error process to refine decoder behavior.
Eventually, Bill placed an order for Titan installation in his locos and we have been working on this for over a year. It has become a journey, and it goes on, with Bill testing locos on his layout and learning how to program CVs while I kept trying to debug Titan's strange behavior. I'm now cautiously optimistic that we have reached an important milestone of realistic loco operation. Bill has been generous with his support as well as periodic reminders to get on with it. I've produced material during this project to write several blog posts (and I might do that) but we need to refresh our motivation with a little show and tell. 
QSI's DCC Reference Manual, which documents Titan CVs, is 421 pages of difficult reference information. I now believe our difficulties with Titan were all associated with configuring the decoder; i.e. CV programming. Quantum Programmer assumes a Programming Track is used to read CV values, which an incorrect assumption when using battery power. With S-CAB and a device I call "RAPA", I eventually found a simple way to work around this problem.

Let's See Some Action

In each of  the following videos, Bill's loco is operating with BPS battery power. No power is connected to the rails. A Titan decoder is controlling the loco in response to operator commands transmitted by radio directly from the S-CAB throttle to a radio receiver in the loco. All loco system components, including BPS and battery, are installed in the tender. An S-CAB throttle is the only other device used in these videos (excluding my cell phone).
Above     Demo 2.  Whistle
Here, I sound the whistle and, if you listen carefully, you'll hear brakes applied at the end of run.
Above    Demo 4.  Braking
Here, a newbie engineer backs up too fast, misjudges end of track and is hard on the brakes.
Left     Demo 1.  Speed Control
This video shows decoder control of acceleration and deceleration. I use the throttle only twice. First, I move the throttle to full speed to begin the run. Since I have only 6 feet of track to work with, the loco does not reach full speed before I move the throttle to zero so that the loco can slow normally and safely stop without additional braking. After a little practice, sure enough, the loco stops before reaching end of track without further throttle action. In a later video demo 4), I'll demonstrate more aggressive braking action. 
Above     Demo 3.  Bell
We're running backwards with bell ringing. Aside from sounds, this video captures how realistically the loco comes to a stop, controlled by the decoder. I turn of the bell as the loco comes to rest. Finally, I use a magnetic wand (actually a magnet on a pencil) to turn off battery power and end the operating session.
Since S-CAB uses only 28 speed steps, I could not control a stop this precisely if Bill had not set realistic values for momentum. I'm only using the throttle to send a speed command. The decoder's configuration variables (CVs 3 and 4) determine how the loco responds and Bill's efforts have produced a good representation of prototype locomotive performance.

End of demo videos

Conclusion

This experience has me thinking about decoders and loco control from a new perspective. As a loco operator, all I can do is use available controls so that the loco does what I want, within the constraints of its design. I can't command a steam loco to perform like a sports car. A decoder should be configured to reproduce physical constraints of the loco model's full size prototype. It's not important whether the throttle uses 28 or 128 speed steps. I can whip the throttle to full speed with a flick of the thumb and the loco simply accelerates at a maximum rate allowed by the decoder. If I whip the throttle back to zero, the loco slows with prototypical realism if CV4 has been set appropriately. An elegant feature of Titan is it's capability to operate braking separately from throttle control. Just quickly move throttle to zero and use a function button to manage brakes. This capability is not unique among sound decoders, but braking sound effects are handled quite convincingly by Titan.
I acknowledge that many layouts are not big enough to operate steam locos operating in prototypical fashion, but keep in mind these videos show an S scale loco operating on six feet of track.
This is not journey's end, but I'm now convinced that Bill's persistence has been justified.

Dual Control Configuration using S-CAB

2/1/2014

 

A Request

This innovation began with a customer inquiry. Richard is scratch-building an O-scale model in which he plans to install a Tsunami sound decoder. He wants to use S-CAB radio control and BPS battery power and operate the model on both his home railroad and his local club layout, which uses conventional DCC with wireless throttles. Since the club's wireless throttles operate at a radio frequency almost the same as S-CAB, radio interference prevents simultaneous use of both systems.

A Suggestion

I suggested we consider a dual control configuration to allow S-CAB battery power operation at home and use of the club's existing DCC system when operating on their layout. With this arrangement, Richard can operate with S-CAB at home, then switch to conventional DCC before taking the model to his club's layout where he can use one of their wireless throttles. Finding space for the necessary switch seems feasible in an O-scale model.
The configuration I will describe provides two methods of control as well as two power sources for the model; power from the rails when DCC is present and from the battery when there is no track power. No switching is required to implement the dual power source and the transition is virtually instantaneous making the model oblivious to track power glitches and interruptions. As a bonus; the battery charges while the model runs on track power.

Implementation

For readers interested in how it's done, I've included a diagram. For those who prefer to skip the theory and simply decide if it's something useful, I photographed the completed setup during work-bench testing. The required components (a diode, a resistor and a switch) are all wired on a simple circuit board, which is easily assembled by hand.
Engineering: It's useful to distinguish between DCC power and DCC signal. The former is supplied to the track and used to provide both power as well as communicate instructions thru DCC messages. In the decoder, track DCC is rectified to provide DC power supply and the DCC signal, with its encoded message, is separated and eventually finds its way to the decoder's microprocessor.
Looking at the schematic, left and right rail inputs go to both the BPS (for battery charging) and to the decoder thru it's black and red connections (consistent with NMRA standards). These black/red connections provide power to the decoder. Notice that the left rail input also connects to a resistor and from that resistor to a 2-way switch. The purpose of the resistor is to prevent track voltage passing thru the switch and destroying the decoder's microprocessor. The blue connection to the switch is DCC signal derived from S-CAB radio. Depending on switch position, the purple wire carries a DCC signal derived from either track or radio to the decoder.
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The BPS feeds power to the radio and decoder thru a diode, the purpose of which is to prevent back-feed to the BPS from the decoder's rectified track power. As a result of the diode, the decoder will be powered by the higher of rectified track DCC or 12 volt BPS output. The brown connection is Tsunami function F5 output, which is used to turn off battery power when the loco is not in use.
Application: Here is the system as it will be delivered to the client (with a smaller, better quality speaker) photographed while on the work-bench for testing. The decoder and radio is standard S-CAB conversion of a TSU-1000 decoder with one wire added to bring the DCC signal from the radio (blue wire) thru the switch and back to the decoder (purple wire). As viewed in the photo, switch left connects track DCC to the decoder; switch right connects radio DCC.
The BPS and battery are also standard S-CAB products. The perforated prototyping board is customized for this application. (A factory-made PCB could be much smaller.) Gray wires from rail pick-up are connected thru the circuit board to both BPS (gray wires) and the right/left rail (red/black) connections of the decoder's 9-pin JST socket. 12 volt supply from the BPS connects directly to the decoder thru a diode mounted on the circuit board. The battery has sufficient energy storage to serve as both primary (on home layout) and back-up power source (at the club).
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Conclusion

Bench testing demonstrates that the configuration works exactly as expected. I hope, in a future blog post, to follow-up with a report of the client's experience, both at home and on his club's layout.

Acknowledgement

Tsunami decoders are a SoundTraxx product. The manufacturer's proprietary rights are acknowledged. Decoder modifications described herein are not endorsed or recommended by SoundTraxx and modifying a decoder voids manufacturer's warranty. However, I never deliver anything without thorough testing.

 S-CAB Radio Receiver Options

11/25/2013

 
I'll discuss two topics in this blog: radio antenna options and use of a DCC adapter.

Antenna Options

The S-CAB radio receiver is designed to be bundled with selected decoders to create a ready-to-install package following exactly the same installation instructions as a non-radio decoder of the same brand. How the antenna is mounted on the radio receiver circuit board affects radio reception, but loco installation space limitations sometimes require a less-than-ideal antenna mounting. These photos show three options using what is called a "chip" antenna.
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Chip antenna - lengthwise
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Chip antenna - vertical
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Chip antenna - crosswise
Antenna orientation affects radio reception and reliable transmission distance deceases as the antenna becomes less effective. Informal tests using an S-CAB Throttle indicate reliable transmission distance of 30 to 50 feet with lengthwise and vertical antennas. Crosswise mounting produces the smallest package, but radio range is reduced to 15 feet. These tests were performed indoors where walls, metal ducting, electrical wiring, etc. interfere with radio propagation. Outdoor transmission distances can be 100 feet or more.
PicturePlanar antenna
The planar antenna to the right, which looks like a tiny circuit board, performs well and is definitely superior to the cross-wise mounted chip antenna. It keeps the radio receiver assembly no thicker than what is required for the radio module (5/32") and overall length is 1.75" compared to 2" for the lengthwise chip antenna.

Precautions are required when locating radios inside metal enclosures, such as a brass loco tender or diesel loco metal body. S-CAB allows a number of antenna options to deal with this issue. For steam locos, the tender coal load is a convenient place to hide the antenna and vertical mounting of the chip antenna gives best reception.
If there is no coal load, an oil-burner for example, the following may be an option depending how well it blends with other "clutter" atop the tender. The photo (right) shows a mounting on a large HO scale tender.
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Helical antenna
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Using coax cable
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For all-metal diesel locos or steam locos with no workable tender space, the operator's cab is another option. but hang the antenna vertically so it's not flat against a metal surface. One modeler with a small steam loco replaced the metal cab roof with plastic and placed the antenna flush against the new plastic roof.

Keep in mind however, antenna and radio receiver cannot be separated except by using coax cable. A bit of wire may work but transmission distance will be seriously reduced.
However, a 3 inch length of wire makes a reasonable antenna, but it's difficult to prevent it tangling with other wires or laying against a metal surface when reassembling a loco. Use single stand wire, thick enough (20 to 24 AWG) so it's not too flexible and keep it insulated from any metal surfaces.

DCC Adapter

For modelers with obsolete or rarely used decoders, S-CAB radio receivers can be equipped with a "DCC adapter" which provides a DCC output identical to track DCC pick-up. When this output is connected to a decoder (instead of rail pick-up), the decoder is not aware that commands are communicated by radio instead of thru the track.
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These photos show the DCC adapter mounted on the radio receiver. The grey wires connect to the right/left rail inputs of a decoder (polarity is not important). The adapter's red and black leads are positive and negative battery power connections.

Adapter and radio receiver can be separated, but four connecting wires are required.
The disadvantage of this arrangement is full power for the decoder must be provided by the adapter instead of connecting battery power directly to the decoder. DCC output from the adapter is limited to 1 amp maximum, which is adequate for most smaller scale locos.
For large scale


A DCC adapter is not suitable for large scale locos (O and G scale) where S-CAB radio would typically use a radio-ready 4 amp decoder such as NCE's D408SR*, which does not require the adapter.

* NCE's proprietary rights acknowledged.


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4 amp decoder with S-CAB radio receiver

Bachmann HO 2-6-2 "Prairie"

10/27/2013

 
Since this is a medium sized steam loco with a good-sized tender, conversion to radio control and battery power looks a relatively straightforward project. Modelers familiar with Bachmann products will be aware of phrases such as "DCC-ready", DCC On-Board" and I can now add a new one; "DCC not ready". I suspect this loco is a relatively recent release of what appears to be an old design. It's clear that DCC was not considered when producing this product.
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Loco Modifications

Most of the project involved the tender, which I'll discuss later, but the engine was the real drama. Its design is conventional; a split-frame metal chassis with the rest of the model mostly plastic. Right and left-half frames are electrically separated and measurements indicate that motor terminals are connected to each half-frame. Fortunately, rail pick-up via driver wheels is insulated from the loco frame and rail power is routed to the motor through phosphor bronze contacts between wheel wiper assembly and frame halves; highlighted below.
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A cardinal rule of decoder installation is isolate the motor terminals from everything except decoder motor output (orange and gray wires). There must be someone in the world who knows how to remove this loco's body and get access to its motor. Removing the bottom cover plate (in photo above) allows wheels to drop from the chassis but valve-gear is still attached to the rest of the loco. Taking the valve gear apart is often a path of no return and all other options risked serious damage to a brand new loco. Without access to the motor, the only option is leave the motor connected to loco frame.
If contacts highlighted in the photo above are removed, rail power pick-ups are isolated from the loco frame. There is a remote possibility that derailment or some other accident could somehow short the frame through rail contact, but it is very unlikely given the construction of this model. In other words, there is negligible risk leaving motor terminals connected to chassis half-frames so long as the chassis is disconnected from rail pick-up.
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In fact, the contacts were not removed, but simply reversed and brought through holes drilled in the bottom cover so rail pick-up is wired to the tender where track power is used by the BPS for battery charging.
Connection from decoder to motor must be through the loco frame. For this, two brass shims were added and held in place by the bottom cover.

The Tender

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A single screw holds the tender together, but it's center screw mounting must be removed to open space for electronic components. As a result, we need an alternative method for reassembly. The new arrangement holds the base with tabs added at the left end in the photo and, on the right, screws into styrene blocks glued at the loco end of the tender shell.
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Installation

Once obstructions are cleared from the tender, installation follows a familiar arrangement with BPS and its magnetic sensor flush against the top of the tender. By mounting the decoder and radio receiver on edge against the side of the tender, there is room for a double-size battery. The only compromise is a smaller, low profile speaker, which fits on the tender floor below the battery. It's an acceptable trade-off. A larger speaker would only provide marginal improvement in sound quality, whereas the larger battery doubles loco operating time on battery power.
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Here are some close up views of wiring between engine and tender. The loco's headlight is not accessible and is factory wired in parallel with the motor. This leaves 4 wires; 2 motor connections and 2 for left/right power pickup.
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Miniature plugs and sockets allow the tender to be disconnected from the engine but the effort is not convenient and should rarely be necessary. I replaced plastic wheels on tender trucks with metal and considered adding wipers for power pick-up. However, wheel wipers on the loco drivers are nicely engineered and likely to be more reliable, justifying the extra wires between engine and tender.
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Conclusion

The owner allowed me a few days to operate this loco after its conversion. The result is quite convincing, both with respect to performance and sound. I programmed decoder momentum settings consistent with this type of loco and limited the model's maximum speed. This makes loco exhaust more realistic and, to my ear, the small, low profile speaker provides excellent sound. As with operation of a real loco, the engineer needs to think ahead and anticipate braking distance. There is, of course, the totally unrealistic emergency stop initiated by the 'Halt" button.
Despite my earlier complaints about this model's readiness for radio control and battery power, I see real value in working with an economical product to achieve the same results as models three and four times its price.

Battery Endurance Tests - Peter Vanvliet

10/1/2013

 
Here is a report I received from Peter Vanvliet. His latest run time from a 2 AH battery in an S-scale loco is remarkable and demonstrates the benefit of a good motor and mechanism.

Earlier this year I installed the S-CAB system with double-battery into my S-scale American Models FA-2 engine. It was very hard to control the speed. I subsequently had Dave at NWSL install a new motor in the frame. He used a "20x32" motor.
I converted the loco back to S-CAB. I then fully charged the battery and over the past two days I have given the engine my endurance test. I ran it back and forth my layout, about 20 feet each direction. I just kept flipping the throttle's direction button at the end of the line. I had momentum set up in the decoder. Over the past two days it has run for a combined total of six hours and 15 minutes. I have grown tired of having to watch the engine and flipping the throttle, so I am stopping here, but I would imagine it can keep going for a while longer. My layout has no track power on it at all.
So, for my three engines, to sum up, running light on unpowered track, I have these results:
950mAh = 1.5 hours (NWSL motor)
1000mAh = 3 hours (S-Helper Service unbranded motor)
2000mAh = 6.25+ hours (NWSL motor)

Brass Loco Conversion

9/30/2013

 
This is a large HO scale brass loco; a 4-8-4 with a humongous tender. The objective is full S-CAB installation; both radio control and battery power. It's obvious, everything will fit into the tender, but the loco is an oil burner and the tender is all brass. Since there is no radio reception inside a closed brass box (the tender), the antenna must be mounted externally, but there's no coal load, which is my favorite antenna hiding place. Other concerns are the model's age and its solder joints, which have weakened over time, and avoiding damage to paint-work, which was/is still in pretty good condition.
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Since loco owner Bill had already decided to replace loco motor and gearbox drive shaft, we agreed to split the project; he would work on engine renovation and I would install electronics and battery in the tender. We just needed to agree on wire connections between tender and engine, and this, I have described in a previous blog. What follows here is the rest of the tender installation, as illustrated in the following photograph.
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All electronic components are mounted on a piece of electronic prototyping board and the whole assembly fits flush against the top of the tender. The radio receiver and BPS circuit board are out of sight behind the mounting board and the decoder is visible to the left side in this view. The tender is wide enough to accommodate 1000 mAh LiPo cells and deep enough to use a triple-pack (3 cells in parallel) giving 3 AH (amp-hours) storage capacity. Connections to the loco and speaker were temporarily insulated with green electrical tape while photographing.

The Antenna

I considered two possibilities for the antenna; a length wire (approx. 3") disguised as a handrail, or a very small antenna from Linx Technologies (https://www.linxtechnologies.com/resources/data-guides/ant-916-jjb-xx.pdf)
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Linx Technologies JJB antenna
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Mounting the JJB required a small hole and significantly less work than adding a handrail. However, keeping the hole small and hiding any chipping of paint required the antenna to be inserted from outside the tender and soldered to the radio receiver from inside. In other words, all components, except the antenna, are mounted on the prototyping board before installation. After final installation, the antenna must be unsoldered before the electronic assembly can be removed from the tender. This is an unlikely event and not as difficult as it appears.

Testing

One version of Murphy's Law says "if its not tested, it won't work" and its a lot easier to test and fix problems on the workbench. Since I had not previously used the JJB antenna, I was concerned about its performance and tested its range using an S-CAB throttle. Results were excellent. However, the critical test was performance with components in the tender and for this test I did a trail installation. Results were good.
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Battery

With Bill installing a new motor, I don't know its power consumption, but I'm quite confident 3 amp-hours battery storage will keep the loco running long enough to test the stamina of the most enthusiastic operators. The battery fits neatly in the available space and is easily removed.
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Final Assembly

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Wiring complete and ready to close the tender
The antenna sits flush on top of the tender, held in place by the soldered connection to the radio receiver. Since brass is non-magnetic, it does not interfere with operation of the BPS magnet sensor positioned against the tender's top where it's conveniently operated with a magnetic wand used to turn on battery power. The component mounting board is fixed in place by a couple of dabs of hot glue; just enough to prevent movement. The battery is wrapped in foam plastic to prevent it rattling around once the tender body is mounted on the chassis.

Ready to Run

The installation is wired to charge the battery from track power, if available. As is common practice with brass locos, right rail pickup is from the loco and un-insulated tender wheels provide the left rail connection. The battery power supply turns on automatically when track power is detected. When no track power is present, a magnetic wand waved slowly across the tender top above the Santa Fe name turns on battery power. The Tsunami T-1000 decoder, function F5, is used to turn off the battery at the end of an operating session. Decoder address is "5".
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Conversion complete and tender ready to roll. Five wires (motor+/-, headlight+/- and right rail pickup) connect to the loco.

Herb Kephart's Experience

9/14/2013

 

Introduction

Herb Kephart was an early adopter of "Stanton stuff". His experience with S-CAB evolved along with my efforts to productize what began as systems for my own use. Products got their names as user oriented documentation was prepared and Herb's terminology carries over from his prior experience with radio control; "RC" as used for model cars and planes. "RX" is a radio transmitter; "TX" is a radio receiver. Basically, S-CAB is a hand-held TX communicating with an RX in a loco. What makes S-CAB different from RC is the RX in the loco delivers commands to a standard, commercially available DCC decoder, which controls loco motor, lights and sounds.
What follows is Herb's experience in his own words and photos.

Early Adventures with Radio Control

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My interests in modeling for years has been trolleys and interurbans in O scale, so all the layouts that I built have been with both rails grounded, and overhead wire. Some 30 years ago I thought that it might be a good experiment to try putting an aircraft RX that I had into some sort of a switching loco, with batteries for power since collecting power from the rails would require totally impractical rework of track, especially switches, which had the rail soldered to brass ties.
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With respect to radio, I had envisioned the RX feeding a servo which worked some sort of a transistor throttle. However, it quickly became evident that the size of NiCad batteries at the time made the whole package too large for any 0-4-0 or small diesel; so the project was shelved.
Some time went by, and I saw a system advertised for model railroad use, so I bought a package of one TX and 4RX's. The RX's were small enough that now it seemed possible with NiMh batteries this time. An assembly was lashed up as a test using a gondola car, with wires going to the loco. This was perfectly feasible and worked fine with one notable defect -- control was by pushing buttons for faster or slower. I found this to be incredibly clumsy (for me) -- coming up to a car to couple, so that the couplers just kissed was near impossible. The system went back in the box, where it remains.

First Success with Battery Power and Radio Control

Later, I discovered FreeRails, where one Woodie Greene was promoting RC with LiPo batteries, which are much smaller for a given amount of electrical capacity. Woodie was also using RX's from small RC autos and he proved that it was possible to hide the RX board and a small, but sufficient, battery in a reasonably compact space. This had my interest. I bought a 3 cell pack, and a RX board, and put them into an 0-4-0.
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It did not work. Back and forth with Woodie who was very helpful, but no success. Finally, 3 RX boards later I figured that the 3-cell voltage was too much, and was instantly frying the boards as soon as the system was turned on. I called technical help at the company that sold the boards, and the 12 year old on the other end of the line had no idea what was the maximum safe voltage for the board. Big help. I tried cutting the 3 cell pack down to only 2 cells, managed to stick a #11 Exacto blade into one cell, which caused it to have a hissy fit; definitely NOT recommended. 
With a new 2-cell pack, I was up and running and this system worked, with one exception. I have a scratch built brass truss bridge, which I discovered was very effective as a Faraday cage—and unless I held the TX very close to the bridge, no signal got through to the loco. Also, there was an annoying buzz from the motor, caused by the low PWM frequency. I tried to get rid of this with various capacitors across the brushes of the motor, to no avail.
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Ingersol-Rand engine and brass truss bridge

First Installation of S-CAB Radio

Just at the right time, along comes Neil with a pre-production offer of a TX (a wireless throttle) and compatible RX (a radio receiver combined with a commercially available decoder) for an attractive price. I sent money off to Neil and got back what now is the S-Cab system, although I don't think the setup had that name at the time of my purchase. I installed the gear in the 0-4-0 and encountered some low speed control problems. I don't specifically remember what the loco was or wasn't doing, but things weren't right. Several Emails went back and forth with Neil. Then, he phoned and asked me to do a number of tests with the radio/decoder setup trying to get rid of the problem which just wouldn't go away. 
After about 3/4 of an hour, he was running out of ideas. Suddenly, I remembered the capacitor that was connected across the motor brushes, and Neil's immediate response was "BINGO, remove the capacitor". The problem was my fault, and there was nothing wrong with the radio gear. After the call, I thought that anyone who would go to that much time and trouble to try to help out a customer was an alright guy in my book.
With the capacitor removed, the loco ran with no motor buzz and no loss of radio contact on the bridge. This loco continues to perform to my perfect satisfaction.

S-CAB Radio and BPS

Since I already had a 2-cell LiPo in the 0-4-0 loco, that installation used only S-CAB radio control. However, Neil had been developing a loco power supply which used a single cell LiPo to produce 12 volts (which became the BPS). At the same time I was building another switcher, this time an Ingersol-Rand Oil Electric, the first diesel loco to have a control circuit that didn't force the engineer to vary both throttle and generator simultaneously when starting a load.  

I got a BPS and another S-Cab radio/decoder and installed it in this model. All eight wheels of the model are geared to the motor, a Maxon, about an inch in diameter. I never measured the amperage of this motor with all wheels slipping. I should -- but this whole setup has continued to meet all expectations. I admit that I was little dubious about runtime with all the power coming from a single cell, but I have never ran it long enough to have low voltage protection shut down the battery. The loco, being a switcher, never moves more than about six cars, although an informal drawbar test suggests it would pull at least 30 cars -- if I had that many! It goes through an hour and a half operating session on a single battery charge and with no power from the track.

BPS Version 2

Neil sent me the second iteration of the BPS, which will recharge from the rails and asked me to try it on powered track. He wanted me to wire the BPS so the loco could run on track power and only use the battery as a backup power supply. He figured if enough track is powered, the battery can be much smaller. Not having two rail power anywhere on the O scale line (and if I did, some of the cars do not have insulated wheel sets) I looked around for an application. I have been amassing a lot of On30 Bachmann, and also have a brass Plymouth 4 wheel critter, which I selected for the test.
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With much cussing, I managed to get everything crammed inside, and an oval of HO track was put together. As I recall, the results surprised Neil. Even with the small battery, run time (loco alone) without rail power was 80 minutes. As I expected, this little critter operates flawlessly, and though I have no layout to run it on, it gets some exercise periodically on it's loop — I'll have to put a coupler on in someday so it can pull some Bachmann rolling stock.

Conclusion

I have inadvertently left the battery on and drained the battery. To remind my self not to do this, I wire the headlights to the main battery switch, Before leaving the layout, a look around tells me everything is off. I'm not keen on the battery-off push-button. So, when the critter gets pulled apart for a paint job, I'm going to substitute a small on/off switch, to break the battery circuit, which is the way I have the other locos wired. I don't use the magnetic sensor, because waving a wand over an engine that is sitting under a bunch of overhead wires (for the passenger equipment's  pantographs) sounds like asking for trouble.
All in all, I'm a VERY satisfied S-CAB user.
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    Author

    I'm a retired electrical engineer, but still spending more time on engineering than on my layout. These days, it's mostly about applying radio control and battery power on smaller scale layouts (HO, On3, On30)

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    The photo above is not my layout. It's a great view of Seattle's King Street station by Ross Fotheringham.

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    S-CAB Conversions:
    S-scale NW2 Switcher
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