что такое pzb train sim world
Что такое pzb train sim world
Alerter включается в щитке позади машиниста. Сигнальная лампа на находится над спидометром или совмещена с ним (на SD40-2, GP38-2, GP40-2, GP9RM).
На некоторых локомотивах (F40, MP36) сигнальной лампы нет — только звуковая сигнализация.
Система проверяет бдительность машиниста с определенной периодичностью (обычно 60 секунд), если за этот период он не трогал некоторые органы управления (обычно рукоятка тяги, тормозной кран и звуковой сигнал)
Alerter включается только с клавиатуры сочетанием «CTRL + NUMPAD ENTER». Сигнальная лампа расположена на дисплее под спидометром.
Оборудован тремя системами безопасности:
На дисплей выводится НАИМЕНЬШЕЕ из значений, вычисленных ATC и ASCES.
Оборудован системами, аналогичными ACS-64 (см. выше). Системы включены по умолчанию и отключаются в щитке позади кресла машиниста.
Руководство по сигнализации (на английском языке) выложено на форуме DTG (требуется регистрация или вход с данными профиля Dovetail Live, если создавали в игре): https://forums.dovetailgames.com/attachments/train-sim-world-lirr-signal-guide-pdf.8757/
Оборудован AWS+TPWS (проверка при проезде сигналов), DSD (периодическая проверка), DRA («напоминатель» машиниста).
Cистемы включаются с места помощника машиниста. DRA включена сразу.
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Оборудован AWS+TPWS, DSD.
Включаются в щитке на задней стенке кабины машиниста.
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Оборудован AWS, DSD.
Включаются на задней стенке кабины машиниста (ТРИ рубильника).
Включение систем производится либо со щитка в кабине, либо со щитка в машинном отделении (на BR 143 и BR 155)
RAILWORKS сообщество
Всё для фаната Train Simulator и Train Sim World!
Сообщение British Railways » 19 янв 2014, 21:45
Сообщение alex779 » 19 янв 2014, 22:04
Сообщение smsfdg » 19 янв 2014, 22:58
Сообщение Itzanami » 19 янв 2014, 23:03
Сообщение British Railways » 20 янв 2014, 07:55
Не знает ли кто-нибудь, обязательно ли использования AFB? И нормально ли, что на ICE3 AFB ведёт состав со скоростью на 4км/ч ниже разрешённой?
По поводу патча который добавляет PZB на дефолтный электровоз 101 хочу сказать, что файл, прилагавшийся к теме удалён
Сообщение YuriA » 20 янв 2014, 09:35
Сообщение Itzanami » 20 янв 2014, 11:25
Сообщение Sherlok » 20 янв 2014, 12:43
Сообщение British Railways » 20 янв 2014, 19:12
Сообщение Itzanami » 20 янв 2014, 19:16
Сообщение British Railways » 20 янв 2014, 19:23
Сообщение Itzanami » 20 янв 2014, 19:35
Сообщение British Railways » 20 янв 2014, 22:40
По поводу локомотива 101. Можно ли сделать так чтобы функционал (PZB, LZB и т.д.) был от Мюнхен-Агсбурга, а звуки и физика от TTB? Этакий гибрид
Так и не врубился в сценарий у аэропорта. Нажимаю tab, еду через сигнал с нажатой delete. И всё равно экстренное торможение! Всё делаю по инструкции 
Сообщение British Railways » 15 фев 2015, 13:19
Что такое pzb train sim world
I decided to create this guide to have a summary of the special features which are available in game but not included in the manuals or properly described. I had a collection of screenshots and notes for my personal usage and decided to put them all together and share them so that all players are aware of those additional details that, even if not used frequently, add a bit more of fun to the simulation experience.
Most of them are functional procedures and have a physical effect on the game world but others are just cosmetic enhancements. In any case, they are there, so let´s use them! Some of the common features include the basic game operations, safety systems, coupling procedures, carriage lights control and special systems included in some of vehicles, but others may be unknown for some players.
Guide is intended to be applicable to the original game version and any following game releases that still include those features. I will try to include the relevant features from the latest game releases also whenever that´s possible. Please feel free to add comments to this guide if you discover more interesting things and I will try to update it in accordance.
In the next sections we will explain some of the special operational procedures available in game.
One feature that is not directly available in game, except in some of the CSX engines, but is related to the procedures themselves, is the radio chatter. I recommend listening to real radio on the background while driving, as it adds a more realistic touch to the simulation experience.
You can find a really nice web with scanners from different areas in the United States here:
The procedure is the following:
1. Open locomotive fuel tank by removing its red cap
2. Connect fuel hose to the tank
3. Open fuel pump valve
4. Remember to close locomotive fuel tank after finishing
Get inside turntable control room to access its controls and activate it. There is also a light switch and a cam monitor inside it. You can use the lever to rotate the platform.
Once you sit on the chair turntable can be rotated with «A» and «D» keys, cam modes switched with «W» key and turntable activated or deactivated with «S» key or by clicking on the controls directly. You can also activate external view with «8» key and still use those keys to operate the turntable. You have to sit on the chair for external view to work.
Train wash is also available in some routes but currently it´s just a cosmetic enhancement. There´s no special procedure to activate it. Simply drive through it at low speed. You can use cruise control to keep a constant speed.
In the case of electrified routes main circuit breaker may need to be open as a safety measure. Also pantographs may need to be lowered in case no catenary is available in the train wash track portion.
Some routes have interactive industries where train loading and unloading is possible. In the case of coal loaders, as the one on CSX route, you just need to drive through them at low speed. Cruise control usage is recommended in this case.
In CSX route there is a hump yard at Cumberland. Despite it doesn´t have interactive dispatching, it is still functional for hump operations.
You can test this spawing at 12:00h on the yard and taking a service which is waiting there. You can also watch the following video to see this procedure in game:
You can spend a lot of time at the depot just simulating real maintenance procedures on the rolling stock. I will include next some examples of very basic checklist that you can easily perform at the depot to prepare rolling stock for their services, using some of the special features that are described in this guide.
Radio dispatching is an important part of the daily operations. Currently the game does not allow any real interaction with dispatcher, except the request to override signals. But I have recently released a small offline tool that allows us to add those kind of procedures to the game, including the interaction via radio to request authorizations and receive special orders.
With this tool you will have the chance to manage authorization requests, talk to dispatcher and hear the dispatcher voice on the radio as well. You just need a microphone to start using it.
All information and download details are available in the manual and on the following thread:
In this section we will cover the freight and passenger rolling stock features.
Most rolling stock have at least the possibility to manually couple and uncouple them from the train consist. This is done by clicking on the coupler while in any external view or being on foot next to the wagon. On the case of some british carriages you can also change the coupler type from Buckeye to Hook by clicking on it.
Passenger carriages obviously implement the manual doors control that you can use while travelling as passenger. Simply click on the doors to operate them.
Carriage/consist lights and heating
Lights and climate are controlled directly from the locomotive in the case of Amtrak carriages but in other cases as in the BR and DB ones you can operate lights from the carriages as well. Normally you will first need to activate the train power supply line from the driver´s cab on the locomotive to feed the electrical system on the carriages and then the lights and heating themselves, as in the following example of german BR143 locomotive.
Heating is just a cosmetic enhancement so far, but you will listen to the fans sounds anyway, so it´s a bit functional indeed. Changing temperature has no effect at all except the fact of taking care of our poor passengers in summer and winter conditions. BR Intercity and MK1 carriages have light controls which allow to control each individual carriage or the whole train consist.
The DB double decker carriage has a light panel to access each wagon or the whole consist lights. Heating can be also configured from that panel.
British carriages also have a guard room, with some controls inside such as parking brake or emergency brake valve. Train lights can also be switched from there. Mail wagon has also such room.
Tail lamp can be turned on and off by clicking on it. You can use this after parking consist on a yard at the end of your service, for instance.
A safety bar which can be deployed in the Amtrak carriages connection doors which will actually block you from crossing or falling from carriage.
In this section we will explain the special features included in DMUs and EMUs.
In addition to AWS, one special safety system available in Class 43 and Class 166 units is the DRA (Driver’s Reminder Appliance). When driver activates it, DRA cuts traction power to prevent train movements while train is at standstill in front of a stop signal. Once signal is clear driver can turn off DRA and continue driving.
On LIRR M7 a dead man´s pedal is available. To enable it we have to activate its switch on the panel behind driver´s seat. Pedal´s default state is pressed, as a driver would do in a real service. But clicking on it while train in moving will simulate that driver has stopped pressing it, leading to an emergency brake application.
Consist lights and heating
Class 166 lights and heating are available on the left panel in driver´s cab.
The Class 43 HST has its lights controls and DRA switches next to each other on the cab.
On Class 101 train lights are set with the panel on the right side of driver´s desk.
In DB Talent 2 units the train lights are set by a switch on driver´s desk.
In the ICE3 trains the lights are activated in the auxiliary display. This display also allows the selection of catenary types and AFB. Simply select the menu and navigate using the softkeys.
The M7 included in LIRR has train lights and heating controls integrated on the driver´s display. Click on the marked buttons to toggle them. Master key must be on in order to activate those controls.
On Class 101 destination boards can be set using the rotary levers on the cab.
On ICE3 trains they are changed at the auxiliary display, pressing two times the main menu button and using the navigation softkeys.
Class 101 has a train chief room where you can sit or operate emergency brake. Also the external start/stop engine controls are available on the side of the unit. Master key must be on in the driver´s cab in order to operate them.
To couple two units simply push one into the other with the special coupler deployed in both. Currently the units can´t be uncoupled afterwards.
You can test this procedure starting on foot at Old Oak Common depot at 05:00h, for instance.
Class 166 can be coupled in a normal way by pushing units one into the other. In theory after that you would also have to push and hold the coupling button for at least 2s and release it on the cab you were driving, but this is not needed. Remember to turn off the position lights in the units which are facing each other.
To uncouple the units push and hold the uncouple button for at least 2s and release it. Master key is not required to be active on the cab to perform this procedure. This action can be performed at any of the cabs which are facing each other.
You can test those procedures using service 5W01 which starts at depot at 04:53h.
Talent 2 can be coupled in a normal way also by pushing units one into the other. Nothing else is needed after that.
To uncouple the units you need to use the uncoupling control available on the cab. This unit has two alternative methods, depending on the unit you want to drive afterwards.
Remote uncoupling (uncouple the unit which is at the rear of your cab).
This is the normal situation where you are performing the procedure from the front cab of the train consist. To uncouple move the uncoupling control to the right and hold it on the remote uncoupling position during at least 5s. Once the display shows only one consist power indication the two units are then separated and the switch can be released.
Local uncoupling (uncouple from the unit that you have in front of your cab).
In this case you are performing the procedure from the front cab of the rear unit. To uncouple move the uncoupling control to the left and hold it on the local uncoupling position during at least 5s. Again, once the display shows only one consist power indication the two units are then separated and the switch can be released.
You can test those procedures using service 0641 which starts at Dessau at 07:35h.
The LIRR M7 can be coupled in a normal way also by pushing units one into the other. Nothing else is needed after that.
To uncouple move and hold the uncouple key to the right position for at least 2s and release it. Master key is not required to be active on the cab to perform this procedure. This action cab be performed at any of the cabs which are facing each other.
You can test those procedures using any M7 service.
In this section we will explain the most relevant features for both electric and diesel locomotives.
On Class 33, 45 and 47 the AWS safety system is activated by a device on driver´s desk (Class 33), on driver´s seat side (Class 45) or behind it (Class 47). In order to activate AWS you need enable both isolation and cab changeover switches.
Class 33 and 47 have a dead man´s pedal which is activated by DSD isolation switch on Class 47 and is always activated on Class 33. Pedal´s default state is pressed, as a driver would do in a real service. But clicking on it while train is moving will simulate that driver has stopped pressing it, leading to an emergency brake application. On Class 47 it´s linked to «Q» key too.
On german locomotives PZB can be configured to operate on passenger or freight modes using the dedicated controls on the cab or in the engine room, as in the case of BR143.
Air compressor and engine fans
A very important couple of features that we usually forget to care about, as they are normally enabled by default, are the air compressor and engine fans. Compressor needs to be enabled in order to feed air into the brakes or raise the pantograph and engine fans need to be enabled to prevent engine overheating. Usually, once enabled, those systems operate automatically. The location of such controls depends on each locomotive, and could be integrated into the electrical panel or at the desk as in the case of BR185 below.
On BR143 you can choose between manual or automatic operation and also turn them off. The controls are also located on the driver´s desk.
Battery and pantographs
Other features important for normal operation are the battery, which is needed for starting the engine, and the pantographs for the case of electric locomotives. In the case of ACS-64 locomotive the electrical panel is located on the engine room, where pantograph configuration can be set, but the battery switch is on the panel behind driver´s seat.
It´s important to check the battery voltage indicator during start procedure for two logical reasons: to check if battery is charged and if it´s properly working. If voltage is too low or you have a power leak you may even need an external electrical source to start the engine. On the other hand remember to shut it down on parked units to avoid discharging it before the next service.
Changing pantograph configuration can be needed in two typical situations: the change of train direction on a service and in case your train stops with pantograph just inside a powerless section. Switching to the other pantograph could sometimes allow you to get energy again and solve the problem.
Train lights and heating
As described before some locomotives allow you to control the electrical supply of passenger carriages and provide power to the passengers heating systems. Those controls are normally in the driver´s cab, like in the examples of ACS-64, Class 45 and Class 47 below or the BR143 described in other sections. In some cases you need to hold switch in the «Start» position during 5s to activate the systems.
On Class 33 you can change the destination codes using the small levers on the cab panel, next to the AWS controls.
German locomotives use displays or a console in the BR146 case to configure them.
Class 09 has a couple of extra features. First one is the rotation of cab´s gauges to allow using both driving seats and directions. Simply click on them to do it. The other is the activation of position lights from outside the cab by clicking on them.
Class 45 has a few extra features. First one is the battery main switch, which is located on the side of the locomotive instead of inside the cab. Next is the fire alarm test that actually rings the bell in the cab. Last one is the option to change driver´s seat height, which also changes your POV in the simulation allowing you to have a better sight from the driver´s seat.
On Class 66 locomotive you can deploy the Buckeye type coupler, by clicking on the lever near coupler area. Click on the coupler itself to change it back to Hook type. This can be used to couple to a Class 43 HST, as seen on the GWE scenarios.
American locomotives have different controls to isolate and set brakes for master/slave operation. In the Amtrak ACS-64 engine a switch is available on the brake handler console. Moving the right selector to the Trail position will isolate the air brakes on the locomotive. In this engine you can also isolate electric brakes using a dedicated switch on the panel behind driver´s seat.
On german locomotives such as BR146 and BR185 the electric brake can be isolated with a pushbutton at the panel behind driver´s seat. Brakes types can be also configured between standard or UIC using the right side switch.
Dual braking system
One of the most relevant features on many british locomotives is the dual braking system. It is configured with a switch in the cab and the correct setting needs to be used for every new service, including the brake type (vacuum or air) and the consist type (passenger or goods).
When two locomotives are used in tandem or banking in the train consist both need to use the same braking system setting as well.
Normally the vintage wagons like the MK1 and the small vans use the vacuum type, while the modern ones like the MK2 and most of the freight wagons use the air type. Others like the mail wagons in NTP route have both brake systems.
In the cases where wagons are fitted with a dual system too we need to set the brake type in the locomotive selector before coupling in order to activate one or the other. If wrong brake type is selected in the locomotive or if it´s changed after coupling to a dual system consist then the train brakes won´t work. Take into account that even if a dual system is available in some vagons we have to use the system which is compatible with the whole set of wagons that will be coupled to our locomotive.
In order to determine the correct brake configuration for our service we need to observe the brake system hoses. In the next example we can see the coupling area from a class 08 shunter. On the left side of the coupler we have the vacuum type hose and on the right side the air type hoses.
It has a frontal connection and the hose connector is usually grey.
It has a lateral connection (handshake shape) and the hose connectors are usually red (control hose only) or red and yellow (control hose and fast charge hose).
Some consists use an additional power supply hose to get energy from the locomotive generator to feed the heating and lights in the consist. That one should not be confused with the air brake hoses, as it is also yellow in some cases but its connector is different and normally ends in an electrical box, as seen in the following example from the class 47.
Sometimes the brake valve of a vehicle does not set the operating pressure exactly as the one of another vehicle, as the brake valves have some tolerances. Therefore after coupling/decoupling or starting a service brakes may not be fully released or even remain partially applied while driving, indicating that brakes need to be calibrated. To handle this some modern engines such as BR146 implement brake overcharge controls in the driver´s desk that momentary feeds brakes with a small amount of extra pressure forcing all reservoirs to unlock and allowing brakes to be properly released on the whole train. Older engines like class 47 have a special position in the train brake lever that must be held to perform the overcharge.
This procedure is not required when using vacuum brakes as the calibration is done by pulling the manual release valves on each vehicle, which is normally done by maintenance staff. If the overcharge position is available it allows a faster vacuum brakes releasing.
Cold engine start procedure
In order to turn on engine on a cold start you have to select the start position on the engine switch in the cab.
Then use the lock in the engine room door to open it and access the engine.
You will need to prime the engine moving and holding the engine switch to its left position during at least 5s and then start it by moving it to the right. You can also use the governor lever to accelerate the engine to help engine gain r.p.m.
After that you will need to close engine doors, lock them and set the engine switch in the cab position to the normal position.
Electrical panel has some nice features, like a fuse test. You can control battery main switch plus rest of switches from it. One important switch is the «Radio and HoT» one, needed for distributed traction configurations, as described in the next sections. Each locomotive has different panels on the cab.
The radio switch also enables the Head of Train/End of Train radio link (HoT/EoT), used for train integrity monitoring. The EoT device is placed on the rear of the train and it´s connected to the brake pipe to monitor its pressure. In the game the EoT device is a cosmetic enhancement without any interactive features. But you can apply emergency brakes from a dedicated switch on the HoT device in the cab. This would send an order for EoT to apply emergency brakes and could be used in case of failure on the locomotive emergency brake application controls or to prevent derailment produced by rear wagons pushing the front ones when emergency brake is applied from the head of train by driver, as you can rapidly apply it from the rear of the train via EoT device as well to stop the rear portion of the consist. For this feature to work you need to activate the radio switch in the locomotive electrical panel.
You can use the crossings to move from one locomotive to the other. Click over them to deploy the crossing and then press «E» to cross.
Spotter buttons located in the driver´s desk can be used to move a cold engine using the battery only. This is often used for short movements at the depot or in a turntable. To activate this feature you may need to put the engine control switch on the «Isolate» or «Jog» position. Just release brakes and push and hold them to move engine forward and backward. Reverser needs to be at neutral position for this operation.
Another interesting feature is the horn sequencer available on AC4400 engine. Pushing it will automatically blow the «Long-Long-Short-Long» horn sequence. While in driver´s seat this can be also activated by «Ctrl-Space» keyboard shortcut.
Master/slave (or lead/trail) operation in game normally does not need any special procedure except coupling the locomotives themselves. But some locomotives allow additional configurations as well.
These are the settings depending on the type of configuration:
The distributed power circuit breaker is only available in some locomotives such as the AC4400. It´s only required to remotely control other engines not when the engines are coupled to each other. For the case of a standard master/slave configuration it can be OFF. The radio circuit breaker is not required either, so it can be OFF as well.
Distributed power configurations
Controls the masters
from other groups.
Controls its own
group slaves.
Remotely controlled
by the leading
group master.
Controls its own
group slaves.
Engine Run >> OFF
Field Gen. >> OFF
Fuel Pump >> OFF
Brake valve >> Cut Out
MU-A2 valve >> Trail
The radio and distributed power are activated at the fuses panel while the banking COMM is activated at the radio panel. After correct setup you could see how the throttle lever is moved automatically on the banking groups masters during driving.
You can test this in the NEC scenario that goes by the train wash and ends at Sunnyside yard. There three pairs of locomotives are parked. You will need to start their batteries or raise pantographs as you will use their displays.
In order to activate master/slave configuration simply couple the two locomotives. On the slave locomotive you should now have a Trail indication on the display and on the leading one a Lead indication. Driver could now operate the two locomotives simultaneously from the leading cab.
As in the case of trail configurations for CSX engines, follow the next steps on the front cab of the slave unit (trail cab in the picture below) if you want to isolate brakes on the unit:
To activate remote control or master/slave configuration simply couple the engines and press the COMM button which is available on BR146 and BR185 locomotives on the cab you want to use for your service. Doing that you will have full control over both engines from that cab. Click again on it to deactivate it.
Banking services are available in MSB route (Railion Livery). To drive the baking locomotive you need to press the COMM button on the banking locomotive cab to have full control over both engines.
BR204 shunter has a special multiple unit switch that needs to be set to BOTH in the leading cab. It also includes separate controls to switch each locomotive engine.
A special case of banking configuration are the Caltrain control cars used in Peninsula Corridor route. With them we can remotely control the train consist locomotive. Those cars normally operate with just one banking engine but if multiple locomotives were used in the train consist the same principles for master/slave configuration would apply to all locomotives coupled to each other.
Control cars configuration
These are the settings depending on the type of control car used:
Note: in the case of the Bi-Level Car the Engine Run Button must be kept in the pressed position when using its cab for driving. To release it when leaving the cab you need to press it again.
To activate lights the auxiliary HEP engine needs to be turned on first and then the HEP system itself has to be enabled. This is normally done at the locomotive cab but the Gallery cars also include the HEP on/off buttons.
In the case of MP36PH-3C locomotive there are two separate controls for the HEP engine and the HEP system. The train line setup switch at the lower part of the panel is used to define which side of the locomotive is coupled to the train consist and therefore configure the power output. Changing it is only needed if locomotive is coupled on the front side or when several locomotives are coupled to each other.
In the case of F40PH-2CAT the panel is similar but there are only two buttons as the HEP system is automatically enabled as soon as HEP engine in running. The train line setup switch is also located at the lower side of the panel.
If brakes are applied due to alerter supervision there are two different procedures to reset them as alerter will only trigger service brakes in the case of MP36PH-3C but will trigger emergency brakes in the case of F40PH-2CAT.
Train length feature is handy to know when your train has exited from a speed restriction area if you don´t play using the game HUD.
On GP38 engines you activate the counter via a push button available on the cab. Push it to start measuring distance and hold it to reset it and prepare it for a new measurement. Counted distance is shown on the display on the left of the push button.
ACS-64 uses the cab display to enable distance counter. Activate it by clicking on the relevant button.
AC4400 also uses the cab display to enable both the distance counter feature and the cruise control, which is handy at the coal loading process, for instance. They can be activated by clicking on the display buttons as well. Once cruise control is set simply release brakes and apply traction and the locomotive will automatically adjust power to meet the target speed.
German BR182 implements a train length system as well. In the real locomotive this system uses a double pressing in the throttle lever. To activate it in game simply double click with mouse on the throttle lever or quickly press two times the throttle shortcuts (A or D keys). The «Roadrunner» beep sound will be triggered once train has run its whole length.
Some german locomotives and MUs have a special cruise control called AFB, which not only keeps the target speed by adjusting traction as we have seen on the case of CSX and Class 66 locomotives, but also applies brakes to adjust speed in real time. This system can be used both for shunting/loading operations and during normal mainline services. AFB controls are usually located in driver´s desk, as in the example of BR185 locomotive below.
There are two ways to activate AFB:
The BR143 locomotive as a different AFB operation with some extra features but the basic principle is the same. We will explain it in the next section.
In addition to the main AFB level on BR143 there are four extra controls on the driving desk:
Conditional program: Moving the top left lever up will activate the conditional program, and AFB speed control will be switched off when the target AFB speed is reached. This is normally used in S-Bahn services, where distance between stops is short and you just want to reach a target speed to start braking to the next station afterwards. Moving this lever down to the clear position simply deactivates this programm and restores normal AFB operation.
Traction/braking only: Moving the top right lever up activates the traction only program and AFB will only operate the traction, leaving brake operation to driver. This can be used while driving uphill, for instance. Moving this lever down to the braking only position will do the opposite, and AFB will only operate the brakes, leaving traction control to driver. This could be the case of a downhill ride, for instance.
Traction/braking effort: The bottom left lever is used to set the traction/braking effort for AFB operation, going from 0% to 120%.
Notched control: This allows you to manually control the traction and deactivates the AFB traction control. Holding this lever on the up position will rise the traction notches and holding it on the down one will lower them. Setting a new target speed on main AFB lever will restore the normal traction control to AFB.
Some of the german locomotives implement a dedicated console to perform shunting operations from the window position, as in the case of BR143 below.
As a safety measure remember to apply the parking brake on wagons which are uncoupled and check that it´s released after they are coupled to the shunters.
During shunting operations some stop signals may need to be overpassed before entering an occupied track so always check that permission to override them has been granted by dispatcher in case they don´t display any aspect which allows the shunting movements.
Some shunters like Caltrain MP15DC include a service selector switch. This is used to control the locomotive engine transition from series to paralell and the amount of amps to be generated, so that we have better control over the traction.
The service switch should not be moved from the Series to the Auto position unless the throttle is a middle or low position. This prevents any forward transition taking place at too high voltage. However, if the locomotive speed is below the forward transition speed, it is possible to move the switch to the Auto position with full throttle operation. Movement of the switch from the Auto to the Series position may be done at any time, as this will not cause the backward transition.
The british Class 08 is using a series-parallel switch which is similar to the service selector and is located inside a cabinet in the cab.
Other shunters like the german BR363 include a gear selector instead but it´s also intended to configure the engine response for either shunting at lower speeds or mainline operations at higher speeds. In the shunting position speed is limited to 30 km/h (brakes will be applied above that speed).
In the BR204 a gear switch on the left side of the cab is available.
The BR363 has an special automatic coupler that can be used instead of the standard couplers. It must be manually deployed while being next to the coupler area.
When deployed the coupling can be done by just pushing shunter into vagons at low speed. The uncoupling can be triggered directly from the cab using a pair of controls located on the side of driver´s seat or with the coupler lock keyboard shortcuts.
This sections includes some basic tips for the operation of heavy trains, focused on the american case as they include an important helper: the EoT device.
First thing to know is how to obtain your current train data. Pressing ESC key will display a menu that contains some important data, such as the number of wagons, total train mass and train length. Those data are updated everytime we perform either coupling/uncoupling or loading/unloading operations.
The next important thing is to understand the air flow along the pipe in long trains and the rear of train behaviour. Applying or releasing brakes can take several seconds to reach the rear of your train. That´s why it´s important to monitor the brake pipe pressure (as EoT it´s connected to the brake pipe) and the acceleration on the rear of your train using the information provided by EoT device. This will give you an idea about the status of your brakes and if rear wagons are accelerating or decelerating.
On the next picture we can see the acceleration data on the left side and the pressure data on the right. The acceleration of the rear portion of train is close to 0, as train is at standstill, and the pressure is close to 90 psi, which is matching the locomotive gauge indication for brakes released, so we know that our rear of train is almost at standstill and the brakes are close to be fully released. If pressure was lower than the indication on the locomotive gauges then we would know that brakes are still partially applied and we should wait a little bit more to start increasing traction. On the other hand, if the pressure was higher than the indication on the locomotive gauges then the brakes are applied on the front of train but not yet on the rear, as the air needs to flow along the whole train. Proper operation of brakes and traction prevents any potential damage to brakes and couplers.
The other important thing to calculate is our train length when leaving a speed limit for instance. Some locomotives such as AC4400 include a distance counter in the displays but you can also use the mileposts boards to know the distance. The ones at Peninsula Corridor route will help you better as they include 0.1 mile interval indications, as seen on the next picture. But you can also use the nominal 1 mile interval boards for this purpose. You just need to count boards from the cab to estimate the distance after the end of speed limit was passed and when it´s higher than your train length you will know that the whole train has left the speed restriction area and you could increase your speed.
For the case of german or british trains no EoT device is available but some locomotives such as BR182 or Class 66 include a train length system as described in the other chapters. In the case of electrified routes counting catenary poles is also an easy method to measure distances which is used by some drivers as well, as they are typically installed with a standard 50 m spacing.
Another simple method is to just count elapsed time since you passed the speed board, depending on train speed and length. The following table is a basic example for some train lengths.
Some of the locomotives and high speed trains support multiple power suppy configurations to use them with different catenary or electrification types. LGV Méditerranée route includes two working electrification types and a transition between both.
German BR185.5 locomotive is a special dual voltage electric locomotive as it comes with two pantographs. This is to allow locomotive to run under multiple types of electrified tracks.
The pantograph configuration can be changed by selecting the railway operator preset at driver´s main display. You can enter this menu pressing the 0 softkey. Pantograph needs to be lowered and raised again for the new configuration to be applied.
In the ICE3 trains the catenary types are activated in the auxiliary display.
TGV also uses two pantographs to allow the operation under DC, AC or LGV lines. It also allows change of power supply while in motion, which is required for the electrification transition in the LGV Méditerranée route.
The pantograph configuration is done using a pair of dedicated rotary switches at driver´s desk.
TGV main circuit breaker works a bit different from other trains as it needs to be toggled (closed and opened) and then rearmed (closed again) in order to be fully functional. As soon as main circuit breaker is set and open a red icon will be displayed at the indicators panel. When the rearm indicator is displayed on the right side then circuit breaker can be rearmed to close it, all indicators will be removed and train systems will get the power directly from the catenary. The other blue icon seen in the pictures indicates that traction is currently OFF and it´s the only one that shall remain lit after the rearming process and until we apply some power to start moving the train.
If pantograph is raised but the rearm icon is not displayed either we didn´t set the main switch properly, pantograph is inside a powerless section, train is still executing the electrification transition or the wrong electrification mode was selected.
Class 375/377/395 share a special procedure to operate the electrical systems, being class 395 the only one which uses a dual system. Class 375/377 use third-rail shoes (DC) and the controls and indicators are in the left side of the cab and in the driver´s desk.