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Problem with AR-1 (Auto Reverse)

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G8B4Life:
Hmmm, perplexing to say the least, I can't see anything obvious from your diagrams that could be causing an issue.

Since it looks like we can count out shorts going by the LED's on the PWR-56 and the AR-1 then the only thing I can thing of, and as far fetched as this sounds, is that the outer loop is somehow loosing power momentarily when the AR-1 switches polarity.

Did you try this as an experiment? Have 304's information screen open on the HC when 1396 goes across the AR-1 boundary and the AR-1 switches polarity and see if the information screen reports anything. It's a real long shot but it might provide a clue if you haven't done it. You could also try hooking a multimeter up to the outer loop (measuring both voltage and current draw) and watching that as well when the AR-1 switches.

With the exception of the AR-1 section I'm guessing that all the "sections" in the outer and inner loops are just "rail level" gaps (no electrical isolation between sections) and not also "bus level" gaps (you can isolate each section electrically).

Is this a new phenomenon, ie the AR-1 has been in place for a length of time but it's only started happening? or this has happened right from the outset of the installation of the AR-1?  Just wondering if the AR-1 could have developed a fault if it's been in place for a length of time.

Unfortunately I don't have an AR-1 myself to to try and duplicate what your seeing.

- Tim

MtRR75:
Thanks for the response.

I will try the info-screen and multimeter experiments (maybe today or tomorrow) and get back to you.

Your other questions are best answered by giving you a short history of this layout.

I inherited this layout as an old classical, 4’ x 8’, DC, 2-cab layout in very rough shape.  Over the years, I have completely rebuilt and rewired the layout.  Then I discovered RailPro.  I am slowly converting my locos to RailPro.  But I still have more DC locos than RailPro locos.  So I installed a master switch that converts the layout between DC and RailPro.  It is completely idiot proof.  There is no way that both power systems can be on at the same time.  (But I still have to be careful which locos are on the layout before I flip from DC to RailPro, or vice-versa).  To run RailPro, I flip all of the block switches to Cab-A, then switch the power from DC to RailPro.

So, to answer your question… All of the block insulators really are insulated joiners.  But all of the reversing track is wired together in the control panel, and all of the non-reversing track is also wired together (in a separate bundle in the control panel).  However, if I accidently leave one of the block switches set to Cab-B or OFF, the train just stops when it enters that block.

As for the reversing section, when I was researching RailPro, I exchanged numerous emails with Tim Ring before I purchased the system.  One of my questions to him was, could I use the DC directional switches to operate the reversing section in RailPro mode.  He said that I could, but it would be cumbersome.  I have operated in this manner for a couple of years.  But recently I had to rebuild my control panel to accommodate several new yard tracks and turnouts.  So I took the opportunity to add an AR-1 to my system.  The addition of the AR-1 was one of the last things that I did.

So, to answer your question… The AR-1 was just installed last week, and these were the first tests of the AR-1

Alan:
I believe an important clue is in the operational differences between the different locos. The system must be sound if one loco works correctly.

Possible the wheel treads of 1396 are ever so briefly shorting the insulating tip of a frog (heel point)? The short detection in RP power supplies is really fast, both acting and resetting. If the AR were to flip at the very same moment a frog tip is shunted then the PWR does what it is supposed to do - shut down and reset. Peco switches are especially known for this phenomena. Nail polish is a common fix.

Slight differences in wheel gauge or wheel tread width would then explain why 1396 does and 304 does not.

Watch super carefully as 1396 crosses a frog. Does 304 stutter just as a 1396 wheel is on the frog tip?

G8B4Life:
I like your theory Alan, sounds better than mine! Could a short be so long as to stall the loco on the track but fast enough to not drive the short indication on the PWR-56 or AR-1? I guess it depends on how long that stall moment is when 304 stalls.

I looked up 1396 on the 'net, a 4-6-2 with insulated pony, pickup on one side of the drivers, insulated trailing and pick on the opposite side of the tender. I wonder if this issue happens at both ends of the reversing track. I neglected to ask...

Running 1396 tender first from the reversing section into the inner loop using the insulated side of the tender to go across the frog and then the non insulated side to go across the frog should partially validate whether it's the switching of the AR-1 or not that causes the issue. Of course if MtRR75 comes back and says that the frogs are one big hunk of plastic like old Peco Insulfrog and old Atlas then it's a moot point.

MtRR75, you could also watch the info screen of 1396 as it passes out of the reversing section and see if that give any warnings or such.

- Tim

MtRR75:
I figured it out.  Thanks for all the help.

Details later today, when I have more time to post.

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