Machine on radio control how to change the frequency. Setting the radio controlled machine. Revolutionaries in the world of radio control - the best consoles for your car

The model setting is needed not only to show the fastest circles. For most people, it is absolutely no need. But even for riding in the country area, it would be nice to have good and intelligible handling so that the model perfectly listened to you on the track. This article is the basis for understanding the physics of the car. It is not aimed at professional riders, but on those who just began to ride.

The task of the article does not confuse you in a huge mass of settings, but to talk a little about what can be changed and how these changes will affect the behavior of the machine.

The procedure for changing may be the most diverse, the network has translations of books on the settings of models, so some can throw a stone into me that, they say, I don't know, the degree of influence of each setting on the model behavior. I will say that the degree of influence of one or another change is changing when the tire changes (off-road, road rubber, micropore), coatings. Therefore, since the article is aimed at a very wide range of models, it would not be to correctly declare the procedure for making changes and the degrees of their influence. Although I, of course, will tell about this below.

How to customize the car

First of all, it is necessary to follow the following rules: to make only one change in check-in to feel how the change made has influenced the behavior of the car; But the most important thing is to stop during the time. Do not necessarily stop when you show the best time of the circle. The main thing is that you can confidently manage the machine and cope with it in any modes. At beginners, these two things are very often not coincided. Therefore, for the beginning, such a landmark - the car should allow you to easily and accurately conduct a check in, and this is already 90 percent of victory.

What to change?

Wheel collapse angle (Camber)

The wheel collapse is one of the main elements of the setup. As can be seen from the figure, it is the angle between the plane of the wheel rotation and the vertical axis. For each machine (suspension geometry) there is an optimal angle that gives the greatest clutch of the wheel with an expensive. For the front and rear suspension, the angles are different. The optimal camber changes with the change in the coating - for asphalt, the maximum clutch gives one angle for the carpet another, and so on. Therefore, for each coverage, this angle needs to search. Changing the angle of tilt the wheels should be made from 0 to -3 degrees. No longer make sense, because It is in this range that its optimal meaning is.

The main idea of \u200b\u200bchanging the angle of inclination is:

• "More" angle is better clutch (in the case of "dumping" wheels to the center of the model, this angle is considered negative, so it's not entirely correct to talk about an increase in the angle, but we will consider it positive and talk about it increases)
• less angle - less clutch wheels with expensive

Wheel alignment

The rear wheel alignment increases the stability of the machine on a straight line, and in turns, that is, however, it will increase the adhesion of the rear wheels with a coating, but reduces the maximum speed. As a rule, the convergence changes either by installing different hubs, or the supports of the lower levers. In principle, both influences the same. If the best turning is required, the angle of convergence should be reduced, and if on the contrary, there is insufficient turning, the angle must be increased.

The convergence of the front wheels varies from +1 to -1 degrees (from the discrepancy of the wheels, before convergence, respectively). The installation of these angles affects the moment of entering the turn. This is the main task of changing convergence. A slight effect of the angle of convergence also on the behavior of the machine inside the rotation.

• more angle - the model is better managed and faster in turn, that is, it acquires the features of excess turning
• less angle - the model acquires the features of insufficient turning, so it smasher enters the rotation and turns worse inside the rotation

Stiffness suspension

This is the easiest way to change the rotation and stability of the model, the truth is not the most efficient. The rigidity of the spring (as, in part, and the viscosity of the oil) affects the "clutch" of the wheels with the road. Of course, talking about changing the clutch of the wheels with the road when changing the stiffness of the suspension is not correct, as not the grip as such. HP for understanding is easier exactly the term "change in clutch". In the next article, I will try to explain and prove that the clutch of the wheels remains constant, and completely different things are changing. So, the grip of the wheels with an expensive decreases with increasing the stiffness of the suspension and viscosity of the oil, but it is impossible to excessively to increase the stiffness, otherwise the machine will become nervous due to the constant separation of the wheels from the road. Installing soft springs and oils increases the clutch. Again, you do not need to run to the store in search of the most soft springs and oils. With an unnecessary clutch, the machine begins to reduce the speed in turn too much. As the riders say, it begins to "knit" in turn. This is a very bad effect, as it is not always easy to feel it, the car can have a wonderful balance and is managed well, and the circle time worsens very much. Therefore, for each coating will have to look for a balance between two extremes. As for the oil, it is necessary to fill a very soft oil of 20 - 30WT on the mockery tracks (especially on winter tracks built on the milking floor). Otherwise, the wheels will begin to break away from the road, and the coated grip will decrease. On flat runs with good clutch, 40-50WT is quite suitable.

When setting the stiffness of the suspension, the rule is as follows:

• the stronger front suspension, the worse the car turns, it becomes more resistant to the demolition of the rear axle.
• the softer the rear suspension, the model turns worse, but it becomes less prone to the rear axle demolition.
• the softer the front suspension, the more expressed excess turning, and the higher the tendency to demolition of the rear axle
• the more tougher the rear suspension, the greater the handling acquires the features of excess turning.

The angle of inclination of the shock absorbers

The angle of inclination of the shock absorbers, in fact, affects the stiffness of the suspension. The closer to the wheel the lower mounting of the shock absorber (we move it into the hole 4), the higher the stiffness of the suspension and theme, respectively, the grip of the wheels with the road. At the same time, if the upper mount also move closer to the wheel (hole 1) the suspension becomes even tougher. If you shift the mounting point in the hole 6, the suspension will become softer, as in the case of moving the upper point of the attachment into the hole 3. The effect of changing the position of the shock absorbers fastening points is the same as from changing the rigidity of the springs.

The angle of inclination Shkvorna

The angle of inclination of the pivota is the angle of inclination of the axis of rotation (1) of the swivel fist relative to the vertical axis. In the people of Hywner, they call the Tsazf (or the hub), in which the swivel fist is installed.

The main impact of the angle of inclination of the poverty has at the time of entering the turn, in addition, it contributes to changing controllability inside the rotation. As a rule, the angle of inclination of the kkworn is changing either by moving the upper traction along the longitudinal axis of the chassis or the replacement of the shock itself. The increase in the angle of the tilt of the pivota improves the entrance to the turn - the machine is increasing in it, but there is a tendency to the rear axle. Some believe that with a large angle of the tilt of the pivot, the exit of turning out on the open throttle - the model is floating the outward turning. But on its own experience management of models and engineering experience, I can confidently say that he does not affect the out of turn. The decrease in the angle of inclination worsens the entrance to the rotation - the model becomes less sharp, but it is easier to control the machine is stable.

The angle of inclination axis of the latter lever

It is good that someone from the engineers thought of changing such things. After all, the angle of inclination of the levers (front and rear) affects the separate phases of the turn - separately to the input in turn and separately to the output.

The angle of inclination of the rear levers affects the exit of turning (on gas). With an increase in the angle, the clutch of the wheels with the road "worsens", while on the open choke and with the rotated wheels, the car seeks to go to the inner radius. That is, the tendency to the rear axle is increasing with an open choke (in principle, with a poor clutch of the wheels with an expensive, the model can even deploy). With a decrease in the angle of inclination, the clutch during acceleration improves, so it becomes easier to accelerate, but there is no effect when the model strives to go to a smaller radius on the gas, the last time with the skillful appeal helps faster the turns and get out of them.

The angle of inclination of the front levers affects the input in turn when the gas is discharged. With an increase in the angle of inclination, the model smasher enters the rotation and acquires the traverse of insufficient turning. With a decrease in the angle, the effect, respectively, opposite.

The position of the transverse center of the roll

1. center masses
2. upper lever
3. lower lever
4. roll Center
5. chassis
6. wheel

The position of the center of the roll changes the clutch of the wheels with an expensive in turn. The Roll Center is a point regarding which the chassis turns under the action of inertia. The higher the center of the roll is (which is closer to the center of the masses), the smaller the roll and above the grip of the wheels with the road. I.e:

• Increasing the center of the roll rear increases turning, but increases stability.
• Reducing the center of the roll improves turning, but reduces stability.
• Increasing the center of the roll from the front improves turning, but reduces stability.
• Lowering the center of the roll front impairs turning and increases stability.

The center of the roll is very simple: mentally extend the upper and lower levers and determine the point of intersection of imaginary lines. From this point, we spend directly in the center of the contact of the wheel of the wheel with an expensive. The intersection point of this direct and the center of the chassis is the Roll Center.

If the point of attachment of the upper lever to the chassis (5) is lowered down, the center of the roll will rise. If you raise the point of fastening the top lever to the hub, the center of the roll will also rise.

Clearance

Clearance, or ground clearance, affects three things - stability against tipping, clutch wheels with expensive, and handling.

With the first point, everything is simple, the higher the clearance, the higher the tendency of the model for tipping (the position of the center of gravity increases).

In the second case, the increase in clearance increases the roll in turn, which in turn worsens the grip of the wheels with the road.

When the clearance difference in front and behind the next thing it turns out. If the clien front is lower than behind, then the roll will be smaller in front, and, accordingly, it is better to adhere to the front wheels with an expensive - the car will acquire excess turning. If behind the clearance is lower than in front, the model will acquire insufficient turning.

Here is briefly about what can be changed and how it will affect the behavior of the model. To start these settings, it is enough to learn how to ride well without making mistakes on the track.

Sequence of changes

The sequence can be diverse. Many top riders change only what will eliminate the shortcomings in the behavior of the car on this highway. They always know what exactly they need to change. Therefore, it is necessary to strive to clearly understand how the machine behaves in turns, and that in behavior does not suit you specifically.

As a rule, the machine is the factory settings. Testers who pick these settings are trying to make them versatile for all trails so that inexperienced models are not climbing in the Debrist.

Before starting training, check the following points:

1. install clearance
2. install the same springs and pour the same oil.

After that, you can proceed to setting the model.

You can start setting up a model from a small one. For example, from the angles of the tilt of the wheels. Moreover, it is best to do a very big difference - 1.5 ... 2 degrees.

If there are small disadvantages in the behavior of the machine, they can be eliminated, restricted by the corners (remind you, you should easily cope with the machine, that is, there must be a small insufficient turning). If the disadvantages are significant (the model unfolds), then the next stage is the change in the angle of tilt the pivot and the positions of the roll centers. As a rule, this is enough to achieve an acceptable picture of the car manageability, and the nuances are made by the rest of the settings.

See you on the track!

How to set up a radio-controlled auto-breaker?

The model setting is needed not only to show the fastest circles. For most people, it is absolutely no need. But even for riding in the country area, it would be nice to have good and intelligible handling so that the model perfectly listened to you on the track. This article is the basis for understanding the physics of the car. It is not aimed at professional riders, but on those who just began to ride.
The task of the article does not confuse you in a huge mass of settings, but to talk a little about what can be changed and how these changes will affect the behavior of the machine.
The procedure for changing may be the most diverse, the network has translations of books on the settings of models, so some can throw a stone into me that, they say, I don't know, the degree of influence of each setting on the model behavior. I will say that the degree of influence of one or another change is changing when the tire changes (off-road, road rubber, micropore), coatings. Therefore, since the article is aimed at a very wide range of models, it would not be to correctly declare the procedure for making changes and the degrees of their influence. Although I, of course, will tell about this below.
How to customize the car
First of all, it is necessary to follow the following rules: to make only one change in check-in to feel how the change made has influenced the behavior of the car; But the most important thing is to stop during the time. Do not necessarily stop when you show the best time of the circle. The main thing is that you can confidently manage the machine and cope with it in any modes. At beginners, these two things are very often not coincided. Therefore, for the beginning, such a landmark - the car should allow you to easily and accurately conduct a check in, and this is already 90 percent of victory.
What to change?
Wheel collapse angle (Camber)
The wheel collapse is one of the main elements of the setup. As can be seen from the figure, it is the angle between the plane of the wheel rotation and the vertical axis. For each machine (suspension geometry) there is an optimal angle that gives the greatest clutch of the wheel with an expensive. For the front and rear suspension, the angles are different. The optimal camber changes with the change in the coating - for asphalt, the maximum clutch gives one angle for the carpet another, and so on. Therefore, for each coverage, this angle needs to search. Changing the angle of tilt the wheels should be made from 0 to -3 degrees. No longer make sense, because It is in this range that its optimal meaning is.
The main idea of \u200b\u200bchanging the angle of inclination is:
"More" angle is better clutch (in the case of "dumping" wheels to the center of the model, this angle is considered negative, so it's not entirely correct to talk about an increase in the angle, but we will consider it positive and talk about it increases)
Less angle - less clutch wheels with expensive
Wheel alignment
The rear wheel alignment increases the stability of the machine on a straight line, and in turns, that is, however, it will increase the adhesion of the rear wheels with a coating, but reduces the maximum speed. As a rule, the convergence changes either by installing different hubs, or the supports of the lower levers. In principle, both influences the same. If the best turning is required, the angle of convergence should be reduced, and if on the contrary, there is insufficient turning, the angle must be increased.
The convergence of the front wheels varies from +1 to -1 degrees (from the discrepancy of the wheels, before convergence, respectively). The installation of these angles affects the moment of entering the turn. This is the main task of changing convergence. A slight effect of the angle of convergence also on the behavior of the machine inside the rotation.
More angle - the model is better managed and faster in turn, that is, it acquires the features of excess turning
Less angle - the model acquires the features of insufficient turning, so it smasher enters the rotation and turns worse inside the rotation

How to set up a radio-controlled auto-breaker? The model setting is needed not only to show the fastest circles. For most people, it is absolutely no need. But even for riding in the country area, it would be nice to have good and intelligible handling so that the model perfectly listened to you on the track. This article is the basis for understanding the physics of the car. It is not aimed at professional riders, but on those who just began to ride.

Before proceeding to the description of the receiver, consider the frequency distribution for radio control equipment. And let's start here with laws and norms. For all radio equipment, the distribution of the frequency resource in the world is conducted by the International Radio Frequency Committee. It has several subcommittees on the zones of the globe. Therefore, different frequency ranges are highlighted in different zones of land for radio control. Moreover, subcommittees only recommend states in their zone distribution frequencies, and national committees within the framework of recommendations are imposed. In order not to inflate the description above the measure, consider the frequency distribution in the American region, Europe and in our country.

In general, the radio control is used first half of the VHF radio wave range. In the US region, these are 50, 72 and 75 MHz bands. Moreover, 72 MHz is exclusively for flying models. In Europe, the ranges 26, 27, 35, 40 and 41 MHz are allowed. The first and last in France, the rest all over the EU. In their native homeland, the range of 27 MHz and since 2001 a small range of 40 MHz ranges. Such a narrow alignment of radio frequencies could restrain the development of radio models. But, as surely noticed by Russian thinkers in the 18th century, "the severity of laws in Russia is compensated by loyalty to their non-performance." In Russia and in the territory of the former USSR, the ranges 35 and 40 MHz on the European layout are widely used. Some are trying to use American frequencies, and sometimes successfully. However, most often these attempts are broken by the interference of the VHF radio broadcasting, which from Soviet times uses this range. In the range of 27-28 MHz, radio control is allowed, but it can be used only for ground models. The fact is that this range is also given to a civil connection. There is a huge number of voku-current stations. Near the industrial centers, the interference situation in this range is very bad.

Ranges 35 and 40 MHz are most acceptable in Russia, and the latter is allowed by law, however, not all. Of the 600 kilohertz of this range, we are legalized only 40, from 40.660 to 40,700 MHz (see the decision of the GCRC of Russia of March 25, 2001, Protocol N7 / 5). That is, from 42 channels, we are officially allowed only 4. But they may interfere with other radio resources. In particular, about 10,000 LEN radio stations were issued in the USSR for use in the construction and agro-industrial complex. They operate in the range of 30 - 57 MHz. Most of them are still actively operated. Therefore, no one is insured here from interference.

Note that the legislation of many countries permits to use for radio control and the second half of the VHF range, but the serially such equipment is not produced. This is due to the complexity in the recent past of the technical implementation of frequency formation in the range above 100 MHz. Currently, the element base makes it easy and cheap to form carrying up to 1000 MHz, but the inertia of the market still slows down the mass production of equipment at the top of the VHF band.

To ensure reliable preschool communication, the frequency of the carrier transmitter and the reception frequency of the receiver must be fairly stable and switchable to ensure the joint venture work of several sets of equipment in one place. These tasks are solved using a frequency element of a quartz resonator. To be able to switch the quartz frequencies are made replaceable, i.e. In the transmitter and receiver enclosures, a niche with the connector is provided, and the quartz of the desired frequency is easily changing directly in the field. In order to ensure compatibility, frequency ranges are divided into separate frequency channels, which are also numbered. The interval between the channels is defined in 10 kHz. For example, the frequency of 35.010 MHz corresponds to 61 channel, 35.020 - 62 channel, and 35,100 - 70 channel.

The joint work of two sets of radio equipment on one field on one frequency channel is in principle impossible. Both channels will continuously "bug", regardless of which modes they work AM, FM or PCM. Compatibility is achieved only when switching equipment sets to different frequencies. How is this achieved practically? Everyone who arrived at the airfield, the autotrass or pond is obliged to see if there are no other models here. If they are, you need to get around everyone and ask what range and on what channel its equipment works. If there is at least one modelist, whose channel coincides with yours, and you do not have replaceable quartz, agree with it to turn on the equipment only in turn, and in general, keep it closer. At competitions, the frequency compatibility of the equipment of different participants is the concern of organizers and judges. Abroad to identify the channels is received on the transmitter antenna to attach special pennants, the color of which determines the range, and the numbers on it - the number (and frequency) of the channel. However, we have better to adhere to the order described above. Moreover, since in the adjacent channels, transmitters can interfere with each other as a result of sometimes encountered synchronous transmitter frequency and receiver care, cautious models are trying not to work on one field on neighboring frequency channels. That is, the channels are chosen so that between them was at least one free.

For clarity, we give the table numbers for European layouts:

Fat fonts highlighted channels allowed by law to use in Russia. In the 27 MHz range, only preferred channels are given. In Europe, the inter-channel interval is 10 kHz.

But the table layout for America:

In America, the numbering is its own, and the intercateral interval is already 20 kHz.

To sort to the end with quartz resonators, we will be run a little forward and say a few words about receivers. All receivers in the serial-produced equipment are built according to the superheterodyne scheme with one or two transformations. What we will explain this, who are familiar with radio engineering, he will understand. So, the frequency formation in the transmitter and the receiver of different manufacturers occurs differently. In the transmitter, the quartz resonator can be excited on the main harmonic, after which its frequency doubles, or triples, and maybe immediately on the 3rd or 5th harmonic. In the receiver's heterodyner, the excitation frequency can be both above the channel frequency and below the magnitude of the intermediate frequency. In the receivers of a double transformation, two intermediate frequencies (as a rule, 10.7 MHz and 455 kHz), therefore the number of possible combinations is even higher. Those. The frequencies of quartz resonators of the transmitter and the receiver never coincide, both with the frequency of the signal, which will be radiated by the transmitter and among themselves. Therefore, the manufacturers of instruments have agreed to indicate on a quartz resonator not its real frequency, as is customary in the rest of the radio engineering, and its purpose TX - transmitter, RX - receiver, and frequency (or number) of the channel. If the receivers and transmitter quarters change places, the equipment will not work. True, there is one exception: some apparatus with AM can work with confused quartz, provided that both quartz on one harmonic, but the frequency on the air will be 455 kHz more or less than the designated on the quartz. Although, the range will fall.

Above it was noted that the transmitter and receiver of different manufacturers can work in PRM mode. How to deal with quartz resonators? Whose where to put? It can be recommended to put a native quartz resonator into each device. Quite often it helps. But not always. Unfortunately, the tolerances for the accuracy of the manufacture of quartz resonators of different manufacturers differ significantly. Therefore, the possibility of joint work of specific components of different manufacturers and with different quarters can only be installed in an experimental way.

And further. In principle, on the equipment of one manufacturer, in some cases you can put quartz resonators of another manufacturer, but we do not recommend this. The quartz resonator is characterized not only by the frequency, but also a number of other parameters, such as goodness, dynamic resistance, etc. Manufacturers design equipment for a specific type of quartz. The use of another as a whole can reduce the reliability of radio control.

Brief results:

• The receiver and transmitter requires quartz of the same range to which they are calculated. Quartz on another range will not work.
• Quartza is better to take the same manufacturer as the equipment, otherwise workability is not guaranteed.
• When buying quartz for the receiver, you need to clarify, it is with one transformation or not. Quartz for dual-conversion receivers will not work in receivers with a single conversion, and vice versa.

Varieties of receivers

As we have already specified, a receiver is installed on the managed model.

Radio control equipment receivers are designed to work with only one type of modulation and one type of coding. Thus, there are receivers AM, FM and PCM. Moreover, the RCM has different firms. If on the transmitter you can simply switch the coding method with PCM on PPM, then the receiver must be replaced by another.

The receiver is made according to the superheterodine scheme with two or one conversion. Receivers with two transformations have in principle the best selectivity, i.e. It is better to eliminate interference with frequencies outside the working channel. As a rule, they are more expensive, but their use is justified for expensive, especially flying models. As already noted, quartz resonators on the same channel in receivers with two and one transformation are different and non-interchangeable.

If there are receivers to increase the degree of noise immunity (and, unfortunately, prices), then the row will look like this:

• one transformation and am
• one conversion and FM
• two conversions and FM
• one transformation and PCM
• two transformations and RSM

Choosing from this row receiver for your model, you need to take into account its purpose and cost. Not bad in terms of noise immunity at the training model, put the RSM receiver. But, weathered the model in concrete when learning, you will alleviate your wallet on a much greater amount than with the FM receiver of one transformation. Similarly, putting an am-receiver at the helicopter, or a simplified FM receiver, then you will feel sorrive about it. Especially, if you fly near large cities with developed industry.

The receiver can only work in one frequency range. The remission of the receiver from one range to another is theoretically possible, but it is economically justified, since the complexity of this work is great. Only highly qualified engineers in radiologist can conduct it. Some frequency ranges for receiver are broken into subbands. This is due to the large width of the range (1000 kHz) at a relatively low first PC (455 kHz). In this case, the main and mirror channels fall into the bandwidth bandwidth of the receiver. To ensure that selectivity on the mirror channel in a single transformation receiver is generally impossible. Therefore, in the European layout, the range of 35 MHz is broken into two sections: from 35,010 to 35,200 is the subband "A" (channels from 61 to 80); From 35,820 to 35.910 - subband "B" (channels from 182 to 191). In the US layout in the range of 72 MHz, two subbands are also highlighted: from 72.010 to 72,490 subband "Low" (channels from 11 to 35); From 72,510 to 72.990 - "HIGH" (Channels from 36 to 60). Different subbands produced different receivers. In the range of 35 MHz, they are non-violent. In the range of 72 MHz, they are partially interchangeable on frequency channels near the boundary of the subbands.

The next sign of receivers variety is the number of control channels. Receivers are available with the number of channels from two to twelve. In this case, circuitry, i.e. According to their "loss", receivers for 3 and 6 channels may not differ at all. This means that in a three-channel receiver can have decoded signals of the fourth, fifth and six-channel channels, but the connectors are not made on the board to connect additional servos.

To fully use connectors on receivers often do not make a separate power connector. In the case when the servos are not connected to all channels, the power cable from the onboard switch is connected to any free output. If all outputs are involved, then one of the servosshires is connected to the receiver through a splitter (the so-called Y cable) to which the power is connected. When feeding the receiver from a power battery through a stroke controller with a function, a special power cable is not necessary at all - the power is powered by the stroke control cable. Most receivers are calculated for food with a nominal voltage of 4.8 volts, which corresponds to a battery of four nickel-cadmium batteries. Some receivers allow the use of on-board nutrition from 5 batteries, which improves the speed and strength parameters of some servosshires. Here you have to be attentive to the instruction manual. Receivers that are not designed for increased supply voltage in this case can burn. The same applies to the steering machines, which can sharply fall the resource.

Receivers for land models are often released with a shorterated wire antenna, which is easier to place on the model. It should not be extended, as it does not increase, but will reduce the range of reliable operation of radio control equipment.

For models of vessels and cars, receivers are produced in moisture protection housing:

For athletes produced receivers with a synthesizer. There is no replaceable quartz, and the working channel is set by multi-position switches on the receiver case:

With the advent of the class of ultralight flying models, - room, launched a special very small and light receivers:

These receivers often do not have a rigid polystyrene housing and are decorated in a thermosathetic PVC tube. Integrated stroke regulator can be embedded in them, which, in general, reduces the weight of on-board equipment. With a rigid struggle for grams, it is allowed to use miniature receivers without a housing at all. Due to the active application in ultralight flying models of lithium-polymer batteries (they have a specific container at times more than Nickel), specialized receivers with a wide range of supply voltage and built-in stroke regulator appeared:

Let us summarize the above.

• The receiver works only in one range (subband) frequency
• The receiver works only with one type of modulation and coding.
• The receiver must be selected according to the purpose and cost of the model. It is illogical to put an am-receiver on the helicopter model, and on the simplest training model - the RSM receiver with a double conversion.

Device device

As a rule, the receiver is placed in a compact package and is made on one printed circuit board. A wire antenna is attached to it. In the case there is a niche with a jack for a quartz resonator and contact groups of connectors, to connect actuators, such as servo strokes and stroke controls.

A radio signal receiver itself is mounted on a printed circuit board and a decoder.

A replaceable quartz resonator sets the frequency of the first (only) heterodyne. The intermediate frequency values \u200b\u200bare standard for all manufacturers: the first IF - 10.7 MHz, the second (only) 455 kHz.

The output of each receiver decoder channel is derived to a three-pin connector, where in addition to the signal there are contacts of land and nutrition. According to the structure, the signal is a single pulse with a period of 20 ms and a duration equal to the value of the channel pulse PPM signal formed in the transmitter. The RSM decoder at the outlet has the same signal as RPM. In addition, the PCM decoder contains in itself the so-called Fail-Safe module, which allows when the radio signal is disappeared to bring steering machines in a predetermined position. More information is written in the article "PPM or PCM?".

Some models of receivers have a special connector to provide the DSC (Direct Servo Control) function - direct control of the servos. To do this, a special cable connects the coaching connector of the transmitter and the DSC connector of the receiver. After that, when the RF module is turned off (even in the absence of quartz and faulty RF part of the receiver), the transmitter directly controls the servos on the model. The function is useful for a terrestrial model debugging in order not to block the ether in vain, as well as to search for possible faults. At the same time the DSC cable is used to measure the supply battery voltage - in many expensive models of transmitters it is provided.

Unfortunately, receivers break much more often than it would like. The main reasons are shocks when crashing models and strong vibrations from motor installations. Most often, this happens when the modelist when placing the receiver inside the model neglects the recommendations on the exchanging receiver. It is difficult to rearrange, and the more foam rubber and spongy rubber, the better. The most sensitive to impact and vibration element is a replaceable quartz resonator. If after hitting you will also illuminate the receiver, - try changing quartz, - in half cases it helps.

Fighting onboard interference

A few words about interference on board the model and how to deal with them. In addition to interference from Ether, on the model itself there may be sources of their own interference. They are located close to the receiver and, as a rule, have broadband radiation, i.e. They act immediately at all frequencies of the range, and therefore thereof them may be deplorable. A typical source of interference is a collector traction electric motor. With his interference, they learned how to fight it through special interference chains, consisting of a capacitor shunting each brush and a sequence of the throttle. For powerful electric motors, separate power supply of the engine itself and the receiver from a separate, non-running battery. In the stroke regulator, the optoelectronic omission of control circuits from power circuits is provided. Oddly enough, but uncommunicative electric motors create no less interference level than collective. Therefore, for powerful motors, it is better to use a running regulators with a tunnel and to power the receiver a separate battery.

On models with gasoline engines and spark ignition, the latter is a source of powerful interference in a wide frequency range. To combat interference, the shielding of high-voltage cable, the candle tip and the entire ignition module are used. Ignition systems with magneto create interference slightly smaller levels than electronic. In the last nutrition, it is necessary from a separate battery, not from the side. In addition, the spatial separation of onboard equipment from the ignition system and the motor to at least a quarter of a meter is used.

The third most important source of interference is servo. Their interference becomes noticeable on large models, where many powerful servo drives are installed, and the cables connecting the receiver with the seats become long. In this case, it helps to wear a cable near the receiver of small ferrite rings so that the cable has made on the ring 3-4 turns. This can be done yourself, or buy ready-made branded extension servocables with ferrite rings. A more radical solution is to use the receiver and servos of different batteries. In this case, all receiver outputs are connected to servocables through a special device with a push. Such a device can be done yourself, or buy ready-made brand.

In completion, we mention that it is not yet very common in Russia - about the models of the giants. These include flying models weighing more than eight - ten kilograms. The refusal of the radio channel with the subsequent crash of the model in this case is fraught not only by material losses, which in the absolute value are considerable, but also creates a threat to the life and health of others. Therefore, the legislation of many countries oblige modelists to use full duplication of onboard equipment on such models: i.e. Two receivers, two onboard batteries, two sets of servos, which control two sets of steels. In this case, any single failure does not lead to a crash, but only slightly reduces the efficiency of the steering.

Homemade equipment?

In conclusion, a few words to those who want to independently make equipment of radio control. In the view of the authors engaged in radio amateur many years, in most cases it is not justified. The desire to save on the purchase of finished serial equipment is deceptively. Yes, and the result is unlikely to pay for its quality. If there is not enough funds even on a simple set of equipment, - take the ex-in use. Modern transmitters are obsessed morally earlier than wearing physically. If you are confident in your capabilities, take a faulty transmitter or receiver at the throw price - its repair will be given anyway the best result than homemade.

Remember that the "wrong" receiver is a maximum of a ruined its model, but the "wrong" transmitter with its uncomplicated radio emission can beat a bunch of other models that may be more expensive than their own.

In case, the craving for the production of irresistible schemes, get rid of first on the Internet. The likelihood is very high that you can find ready-made schemes - it will save you time and will avoid many mistakes.

For those who are in the soul there are more radio amateur than the modelist, there is a wide field for creativity, especially where there has not yet reached the serial manufacturer. Here are a few topics for which it is worth being taken by:

• If there is a corporate corps from cheap hardware, you can try to make a computer stuffing there. A good example here will be MicroStar 2000 - amateur development that has full documentation.
• Due to the rapid development of room radio models, it is a certain interest to manufacture the transmitter and receiver module using infrared rays. Such a receiver can be done less (easier) than the best miniature radio receivers, much cheaper, and embed the electromotor control key in it. The range of the infrared canal in the gym is quite enough.
• In amateur conditions, it is fairly successfully done by simple electronics: stroke controls, onboard mixers, tachometers, chargers. It is much easier than making a stuffing for the transmitter, and is usually more justified.

Conclusion

After reading the articles on transmitters and receivers of radio control equipment, you could decide which equipment you need. But some of the questions, as always, remained. One of them is how to buy equipment: squeezing, or a set, which includes a transmitter, receiver, batteries to them, servo, and charger. If this is the first apparatus in your modeling practice, it is better to take a set. This automatically solve compatibility and acquisition problems. Then, when your model park increases, you can buy separately receivers and servo, already complaining with other requirements of new models.

When using the high voltage of on-board nutrition with a battery on five banks, select the receiver that can cope with such a voltage. Also pay attention to the compatibility of the receiver purchased separately with your transmitter. Receivers produces a much larger number of firms than transmitters.

Two words about the details that beginnier modelists often neglect are about the onboard power switch. Specialized switches are made in the vibration point. The replacement of them on unverified tamblers or switches from radio equipment can cause failure to be denied with all the ensuing consequences. Both are attentive and to the main thing to the trifles. There are no secondary details in radio models. Otherwise, it may be in Zhvanetsky: "One incorrect movement - and you father."

On the eve of the responsible competition, before the end of the assembly of Kit a car kit, after accidents, at the time of buying a car from a partial assembly and in a number of other predictable or spontaneous cases may arise the need to buy a remote control to the radio control. How not to miss the choice, and what features should be paid for more attention? It is about this that we will tell you below!

Varieties of the remote control

The control equipment consists of a transmitter by which the modelist sends the control commands and the receiver installed on the car, which catches the signal, decrypts it and transfers to the further execution by actuating devices: servosshinks, regulators. That is how the machine goes, turns, stops, you should click on the appropriate button or perform the necessary combination of action on the remote control.

Self-similarity mainly use the transmitters of a pistol type, when the remote control is held in the hand of the gun. Under the index finger there is a gas turder. When you press back (to yourself), the car rides, if you press it in front - slows down and stops. If you do not apply an effort, then the trigger will return to the neutral (average) position. On the side of the remote control there is a small wheel - this is not a decorative element, but the most important control tool! With it, all turns are performed. The rotation of the wheel clockwise turns the wheels to the right, against - directs the model to the left.

There are also joystick transmitters. They keep in two hands, and control is made by right and left sticks. But this type of equipment is rare for high-quality cars. They can be found on most aircraft, and in rare cases - on toy radio-controlled machines.

Therefore, with one important point how to choose a remote control to the radio-controlled machine, we have already figured out - we need a pistol type. Go ahead.

What characteristics should be paid when choosing

Despite the fact that in any model store you can choose both simple, budget equipment, and a very multifunctional, expensive, professional, common parameters for which you should pay attention will be:

• Frequency
• Channels of equipment
• Range

The relationship between the remote control for the machine on the radio control and the receiver is provided with radio waves, and the main indicator in this case is the carrier frequency. Recently, modellers are actively moving to transmitters with a frequency of 2.4 GHz, as it is practically not vulnerable before interference. This allows in one place to collect a large number of radio-controlled cars and run them simultaneously, while the equipment with a frequency of 27 MHz or 40 MHz negatively responds to the presence of extraneous devices. Radio signals can overflow and interrupt each other, due to which control over the model disappears.

If you decide to buy a control panel on a radio-controlled machine, you will probably pay attention to the indication in the description of the number of channels (2-channel, 3ch, etc.) We are talking about control channels, each of which is responsible for one of the actions of the model. As a rule, that the car traveled is enough two channels - the operation of the engine (gas / brake) and the direction of movement (turns). You can meet simple toy cars, which have the third channel responsible for the remote inclusion of headlights.

In his professional models of professional models, the third channel for controlling the mixing formation in DVS or to block the differential.

This question is interesting to many newcomers. Sufficient range so that you can feel comfortable in the spacious room or on rough terrain - 100-150 meters, then the machine is lost view. The power of modern transmitters is enough to transmit commands to a distance of 200-300 meters.

An example of a high-quality, budget console for the machine on radio control is. This is a 3-channel system operating in the range of 2.4 GHz. The third channel gives more opportunities for creativity of the modelist and expands the functionality of the car, for example, allows you to control the light of headlights or turn signals. You can program and save settings for 10 different auto models in the transmitter memory.

Revolutionaries in the world of radio control - the best consoles for your car

The use of telemetry systems has become a real revolution in the world of radio-controlled cars! The modelist no longer need to be lost in guessing about what speed is the model develops, what voltage in the side battery, how much fuel remains in the tank, to which temperature the engine was warmed, how many revolutions it makes it, etc. The main difference from conventional equipment is that the signal is transmitted in two directions: from the pilot to the model and from the telemetry sensors to the remote.

Miniature sensors allow real-time monitoring of your car. The required data can be displayed on the remote control or PC monitor. Agree, it is very convenient to always be aware of the "internal" state of the car. Such a system is easily integrated and simply configured.

Example of the "advanced" type panel. Appa works using the "DSM2" technology, which provides the most accurate and fast response. Another distinguishing features should include a large screen on which the data on the settings and state status status data is broadcast. Spektrum DX3R is considered the fastest among counterparts and guaranteed will lead you to victory!

In the Planeta Hobby online store, you will easily select equipment for controlling models, you can buy a control panel on a radio-controlled machine and other necessary electronics:, etc. Make your choice correctly! If you can't decide on your own, please contact you.