Now that TSW4 is in early access and people can drive the Vectron I thought I'd make a thread detailing some of the features I implemented and to give players some important pointers. This is easily the most complex locomotive I've worked on in TSW and there are some potential traps. I'm planning on making a (not so) small document that will act as a supplementary/advanced guide in addition to any (possible) Vectron manual DTG releases. I'm also attaching a .txt document with a quick and dirty guide that should keep you out of trouble. EDIT: Added a disclaimer at the end with important limitations for the PZB Mode and Brakemode default values. 1. How to recover from a SIFA penalty brake application. The Vectron features a unique SIFA implementation that has an additional criteria to release the emergency brakes if you fail to acknowledge the alarm in time. To release the emergency brakes: (a) first acknowledge the alarm as normal (Alerter keybind or "Q"-key on PC) (b) and then momentarily move the Train Brake to QUICK RELEASE. 2. How to change pantograph (Network). The Railpool MS Vectron has four different pantographs that each correspond to a certain set of countries and voltages. (a) Open the main circuit breaker (MCB). (b) Lower the pantograph. (c) Click Softkey 1 on the Train Data and Diagnostics (TDD) display to get to the network settings page. This is the display on the left. (d) Cycle through the list to your desired country and voltage with the up/down arrow Softkeys on the right. (e) Confirm the network with E-Softkey on the right. (f) Raise the Pantograph. (g) Wait for the line voltage to appear and the MCB indication to change to an open switch with an arrow pointing to the left (TDD). (h) Close the MCB. 3. Neutral sections and over/under-voltage protection. The Vectron has over and undervoltage protection implemented. If the line voltage significantly exceeds the selected pantographs rated voltage (15-25 kV AC or 1.5 - 3 kV DC) overvoltage protection will trigger and automatically drop the pantograph. If the line voltage differs significantly from the expected voltage as specified in the TDD Networks screen either undervoltage or overvoltage protection will trigger and block the MCB from closing. This also means that if you cross a neutral section undervoltage protection will kick in and open the MCB. The TDD indication will change with a dashed-through open switch indicating that the MCB is blocked from closing. NOTE: You will need to close the MCB yourself after exiting the neutral section. 4. How to enable AFB. To enable AFB you must have (a) Master key turned to On (cab activated). (b) Brakes cut in (Train Brake Cut-In/Out button not illuminated). (c) Reverser in either Forward or Reverse. (d) Throttle in "Off". You can enable AFB both when stationary or when moving. There is no extra requirement to have the AFB target speed lever at some specific setting. 5. How to confirm an AFB target speed. After enabling AFB or upon any change of the AFB target speed you need to (a) Confirm the AFB target speed by pressing the "AFB Confirm Speed" button on top of the AFB Speed lever. On PC the keybinds "Shift + R" and "Shift + F" will press the button. 6. General Emergency Brake conditions. In addition to SIFA, PZB and LZB there are additional emergency brake conditions of the Vectron. These are (a) Parking Brake applied above 10 km/h. (b) Main reservoir pressure below 5.0 bar (releases above 5.5 bar) (c) Reverser moved to opposite direction of travel above 10 km/h. If the emergency brake is applied from any of these conditions the aural alarm "Störung" will sound and the emergency brakes will stay applied until all conditions are cleared. 7. Using the SOS button. The Emergency brake valve button on the left of the drivers desk does vent the brake pipe and apply the emergency brake but it does also: (a) Open the MCB (b) Drop the pantograph. 8. AFB temporary inactivation. With AFB enabled and either (a) Train Brake applied (b) or Throttle in the dynamic brake range AFB will go into a passive state. In this passive state AFB will not command braking and traction lock is engaged. To re-activate AFB simply move the Train Brake to "Running" and the Throttle to "Off". When AFB is active traction is allowed (unless locked for other reasons). 9. Using the Train Length feature. The Vectron has a train length mechanism implemented. When the throttle lever head is quickly pressed down twice the locomotive starts counting down the length of the train and when the whole train has passed the point of activation an aural alert is sounded. On PC the keybinds "Shift + A" and "Shift + D" will press the Train Length button. (a) The length remaining can be viewed on the TDD (right side of the screen). ##################### General details for the interested ##################### Note: below the classifications "passenger train" and "freight train" will be used several times. In TSW the Vectron determines this based on the set Brake Mode (G/P/R) where G/P corresponds to "freight train" and R corresponds to "passenger train". 1. OHLE voltage/Network dependent traction and braking performance. The Vectron has different simulated performance depending on the OHLE voltage and selected country network. (a) In 15/25 kV AC the traction and dynamic power is up to 6400 kW. (b) In 3 kV DC the traction and dynamic power is up to 6000 kW. (c) In 1.5 kV DC the traction and dynamic power is up to 3500 kW and the tractive effort follows a different curve compared to the other voltages. (d) In Germany the maximum brake effort is 240 kN (has to be enabled on the settings page in the TDD) and this brake effort linearly decreases from 240 kN at 60 km/h to 150 kN at 30 km/h. (e) In Austria the maximum brake effort is 240 kN at 60 km/h and linearly decreases to 100 kN at 40 km/h. 2. AFB Hold brake. With AFB enabled and the speed below 1 km/h the AFB hold brake applies. To release this brake a AFB Target Speed above 0 km/h has to be set and confirmed and the tractive effort has to exceed 10 kN. This AFB hold speed differs between different countries. In Germany the AFB hold brake only applies full direct brake. In other networks (e.g. Austria) the AFB hold brake also applies indirect brake depending on train length and train type. (a) If the consist is a passenger train below 160 meters in length or a single locomotive only direct brake is applied. (b) If the consist is a passenger train that exceeds 160 meters in length the indirect brake is applied to 4.6 bar brake pipe pressure. (c) If the consist is a freight train the indirect brake is applied to 4.3 bar brake pipe pressure. To release the indirect hold brake move the train brake to QUICK RELEASE momentarily. 3. Completely new AFB simulation. The Vectron features a reworked AFB simulation. Older AFB implementations in TSW uses a so called P controller, or sometimes a PI controller (Proportional, or Proportional and Integral). Basically the power is proportional to the difference between the target speed and the current speed. The larger the "error" the more power is applied. Unfortunately this means that the speed will stall at some error where the forces counteracting acceleration are in balance with the tractive effort. Since a train can run on steep gradients up or down, or is influenced by air resistance at high speeds the error will be different in different situations. PI controllers try to solve this by also increasing (or decreasing) the power over time as long as the error is not zero (the integral). One downside of this integral term is that you can get quite large overshoots if the controller hasn't been tuned correctly. Tuning is difficult though since trains change so much in mass, speed, brake capability etc from train to train. The Vectron despatches with this system entirely and instead uses a more prototypical system that acts on the instantaneous measured acceleration (or deceleration) of the locomotive. For different types of trains (freight or passenger) the locomotive uses different acceleration curves. If the acceleration is below the target acceleration more power is added, if it is above the target, the power is decreased or braking is applied. If the train rolls up a gradient the acceleration balance will change and more power is applied. This way you never get this stalling effect or under/overshoot. It also means that you can control the desired acceleration or deceleration. (a) If the consist is a freight train the maximum acceleration during traction is 0.5 m/s² and the target deceleration during braking is 0.5 m/s². (b) If the consist is a light engine or a passenger train the maximum acceleration during traction is 1.2 m/s² and the target deceleration during braking is 0.7 m/s². NOTE: AFB is not intended to be used for braking required by the safety systems. The driver is fully responsible to brake for speed restrictions or adverse signal aspects in PZB and may need to intervene at any moment when AFB is braking in LZB. Letting AFB stop the train when LZB is enforcing a brake curve to a red signal is not recommended. 4. Traction and dynamic brake acceleration/deceleration limits. The Vectron will automatically limit tractive effort to 150 kN if the locomotive is light engine and the dynamic brakes are limited to not exceed (a) 0.6 m/s² deceleration rate for freight trains (b) 0.9 m/s² deceleration rate for passenger trains. 5. Blended brake. In the Vectron, making brake applications with the Train Brake will apply dynamic braking on the locomotive as long as the application begun above 10 km/h and the "Electric Brake Deactivation" button on top of the Train Brake lever is not pressed. The amount of dynamic brake effort depends on the level of brake application and also the brake mode. (a) In R the maximum blended brake effort is 150 kN at full service or in emergency. (b) In G/P the maximum blended brake effort is 80 kN at full service or in emergency. The blended brake will also apply and release at similar rates to the pneumatic brakes. 6. Traction motor shutdown. The Vectron features a traction motor shutdown mechanism. Depending on how much power or dynamic brake the driver or AFB commands 1 or 2 traction motors will shut off after some time to save wear and tear. (a) If the level of power/dynamic brake is below 35% for more than 15 seconds, traction motor 1 (direction of travel) is ramped down to zero effort and shut down. (b) if the level of power/dynamic brake is below 60% for more than 13 seconds, traction motors 1 and 3 are shut down. Note: This feature is not active during blended braking or at all in Austria. I could probably fill another couple of pages describing different behaviours implemented, but I think I've lost most of the readers already. Plus, some of the fun is in finding the features yourself, right? I hope you will enjoy driving the Vectron! PZB Mode and Brakemode default values: The brake mode setting on the Vectron (G/P/R) will automatically be set when a player takes control of the train. The preset script tries to predict what kind of train that has spawned and sets the brakemode to "G" if the train weight is above 800t, otherwise it sets it to "P" if it thinks the formation is a freight train or "R" if it thinks the formation is either light engine or a passenger train. This script can fail when the formation has a mix of freight and passenger wagons like the Nightjet trains on Kassel-Würzburg. The script is intended to simulate the previous driver setting up the train correctly. As such, if you make couple movements and the formation changes, you need to change the brake mode yourself. You also still should verify the setting is correct when taking over the train initially due to the limitation mentioned above. The PZB Mode is always "M" by default. This default value can not be automated since that would require the game to know the "Bremsgewicht" of each vehicle (not supported). Do not expect this setting to be correct.
Got any tips for complete brake reset? somehow my brakes are completely locked up despite all the levers either fully released or off, but the brake cylinder is stuck at 3.7, even the brake release switch wont reduce the BC.
Thanks a lot for the write-up. I only had one run with the vectron, but it looks to be very well done. In both sound and physics department. Just the individual traction motor effort output, with automatic motor deactivation, gives you a hint that a lot of effort went into this and it isn't just some quick 'deluxe edition' money grab. Now... can we get a working Mirel, and a Germany to Czechia route? /jk Hopefully one day overhead voltage will not be static, but atleast partially simulated. So you will have to watch how your power draw affects the line voltage, and be vary of triggering the undervoltage protection.
That's an awesome list of features. I'm guessing everywhere you say "This feature is not active/used in Austria" that this is determined by which country is selected on the TDD ?
Oh yeah, the individual traction motor cut out was a bit of a pain to implement since it has to work together with everything else, like the different power curves depending on voltage. There is partial voltage voltage draw simulation. Take a close look at the gauge when applying power or dynamic braking, especially at around 80-90 km/h where the constant effort range intersects the constant power range. I would love a full simulation where AI trains draw current so in the section is heavily trafficked you can get voltage droop etc. Maybe in the future If the brake release switch won't reduce the BC that sounds like the direct brake is applied (brake release only works on the indirect brake). Was AFB active?
Thank you very much for the write up! Especially the AFB part, which was very interesting. I have always suspected that the simulation uses a PI approach, so thanks for confirming this. I must say that I am quite impressed with the BR101 AFB, in this case. Obviously it does help that it usually haules similar consists. However, I am happy with the new approach, looking forward trying the Vectron later during the weekend! But I am pretty sure it is the best modelled German loco in the game, so far!
What is supposed effect of train brake 1A? It does not seem to affect anything, both air and electric brakes remain at zero, nothing seems to change except for traction lock.
1A only has an effect when releasing into that step from a higher step. Note: While this might be a new feature (I made it that way based on real world data) on the Vectron, it is actually something that afaik is present on pretty much every German loco since at least the BR101 or even the BR120. 1A was always a "partial release" step. Note2: In real life 1A and 1B work in a quite interesting way. When moving the train brake (and afaik the E-brake lever on locos with that lever separate) from "F" (Running) to a brake step you "land" in 1B and skip 1A. Then in 1B you can smoothly move the lever back towards 1A. In fact, on the BR101 you can actually make even smaller partial releases than 1A, like "half way between 1A and 1B" etc. It's a system that works really badly with digital controls which is why I never implemented it on the Vectron or the 101 for the 101 TSW3 patch. I tried some implementations but they all are really awkward and introduce bad side effects. I might try it in the future if I work on a similar loco. Experimenting with more complex and unique controls is something I'm interested in.
I had to do a lot of hacking/"bodging" to make the BR101 AFB work somewhat realistically. I'm certainly quite pleased with the results but from a design/engineering standpoint the AFB on the Vectron is lightyears ahead. Ironically the Vectron AFB implementation was based a lot on the BR101 AFB (it also uses acceleration/deceleration data to control traction/braking) . Fortunately I was able to verify/tune the Vectron AFB to real world videos and data during development, so it is prototypical to the Vectron.
Thanks! Most of our locos have completely different brake control than the "german" one, so I don't really have much experience with these - until now I actually thought that 1A and 1B are only controlling loco brake, as some german locos tend to have direct brake lever on really odd places for regular use. Our braking controllers are more similar to what is in 110 or 155, and it is a good habit to release the train brake just as the train gets below 2 km/h and holding the train with loco brake instead for much faster release, but this is very difficult to do on german locos (AFB does the same thing for you though), so I assumed that's what these first degrees were for. I have to say that the tuning of Vectron seems a little too strong to me (at least in comparison to what I am used to from TSW/TSC), I just ran a service with 10 loaded Kiljs and I could brake the train to stop just on 1B setting very comfortably..
That's 99% down to the Kijls. The loco will only be using electric braking (unless you disabled blending). I’m actually unusually confident (often times I only have theoretical data on brakes which makes me uneasy) in the realism of the friction brakes on the Vectron. All thanks to chirimu who performed some really fantastic experiments on the real Vectron. I compared these results with the theoretical data I had (”bremsgewicht”) and the differences were 2-3%. Surprisingly accurate. Note: the Kijls wagons were also tuned according to similar theoretical calculations before so while I can’t promise they are accurate (I didn’t have such luxuries of real world tests) seeing the agreement mentioned above gives me slightly more confidence at least.
Thank you and the team for all your work with this loco; it is spectacular and I am looking forward to learning how to drive it well. Thanks for the instructions on the power changeover. Is the German setting also 15kev? I am also glad to have keyboard shortcuts for confirming afb speed and starting the train length counter. In the stream, Matt talked about using control + spacebar to blow both horns at once. It sounded great. Is that prototypical? Is there a button in the cab to do that? When I have tried it, the horns seem to get stuck.. Thanks again for all of your contributions to TSW!
Yes, that is prototypical It's this button on the floor I was able to reproduce the bug you mentioned by pressing and holding CTRL + SPACE and then releasing CTRL while still holding SPACE. If I press CTRL + SPACE again and release SPACE first the horn stops blowing. I will investigate this and I also made DTG aware
Great article! Especially the keys for AFB activating and Train length are very helpful, as use a Stream Deck for many functions. THANKS!
If you want to drive, yes you do Again, only one of the pantos works in Germany (or in Austria), you can not change it. This is the "nature" (if you can call it as such...) of this MS version of the Vectron.
It's really the nature of any multisystem locomotive that has to: 1. Allow both DC and AC OHLE transmission. 2. Run in enough countries that both the DC and AC pantographs have to have different widths. For example, Switzerland does not allow the same width as Germany and Austria, even though both use 15 kV. This means that they have to use different pantographs. If you now want the locomotive to run in The Netherlands or Belgium (or Czech Republic etc) you'll need at least 3 pantographs. But with enough DC countries included you run into the same issue again: different widths are required. Unless the locomotive has 8 pantographs you can't switch side for the same country
It's good, but can you integrate this in the official gameplay guides? https://dovetailgames.freshdesk.com/support/solutions/folders/80000678884 Since the Vectron is used on multiple routes, it deserves it's own guide. By concentrating this at a single location chances are increased a lot that people will be able to find them. The forums always cause me big trouble to find things back again later.
I can certainly tag in DTG-Chris, who looks after the guides! We will have the manual coming after release, too.
Thanks for guide but when I run through a neutral section it never picks up power again even though I followed above. Not a great start with this loco which I love in TSC
Are you sure you closed the main circuit breaker? Make sure you have this indication (closed switch) on the CCD (Control and Command Display, i.e. the right display). That indicates that the MCB is closed.
I must be the stupidest train driver, but where is the AFB enable button in the cab? I have Master Key On, brakes cut in, reverser in Fwd, Throttle is off. What do I do now?!
Press the key labeled "8" on the left screen (TDD). The indication above the 8th key looks like a speedometer when in the main screen. When pressing it (and AFB is allowed to enable) it will change to a speedometer with a line dashed through. . Alternatively, use the "Cruise Control Toggle" keybind MoRoN222 was faster than me
I know this. But it doesn't enable the AFB. And now with this "confirm" button, it makes it even harder to drive with the controller. In the older locos, I would enable AFB, and then I could control the set value from the controller. No confirmation required. Now, I need to enable from the screen, and when I need to change it, I can control the value from controller, but I still need to push the end of the stick in the cab for the new value to take effect. I think the mapping on the controller is the equivalent of pressing R and F on the keyboard, not Shift-R and Shift-F (or whatever).
cwf.green, are you aware of this? I don’t suppose it’s like that in reality, right? Any chance you can feed that back to the team?
That is really awesome! Tell me, would it be possible to do an illustrated guide to the Vectron's MFD screens?
I didn't find a solid source for that, but a couple of weeks ago a Vectron driver running freight trains in both Germany and Austria told me that she has to operate a switch on her Vectron to change the brake blending behavior regarding the "Nachbremswirkung", so that the loco does not blend in air brakes on the loco brake cylinders during service brake applications in Austria (only uses the dynamic brake on the loco while blending in air brakes on the cars if necessary) when driving in Austria, but does blend in air brakes on loco brake cylinders (if necessary) during service brake applications while running in Germany. She showed me the switch that was located on the top right just after entering the machine room. Is that simulated on your Vectron in any way?
Currently Nachbremswirkung is disabled in all country selections. There is no way to implement that switch since that would require access to the machine room (or at least implementing a fictional selector on the back wall which is an art change and nothing I have control over, I just do physics and simulation scripting ) However, it would be possible to automate this switch based on the country selected on the Network page of the TDD. This is already how several simulation behaviours are switched. To note, as far as I know (and as much as I was able to interpret from asking around), the only real difference this would have, when Austria is selected, compared to the current implementation is that you wouldn't see the slight bump in brake cylinder pressure as the train brake is released (especially in "G"). This is because the Vectron (and most modern German locomotives) already uses electric braking instead of air during service (and even emergency) braking. No promises that I will implement this in the future though
Added a section on the limitations of the presetting of the PZB Mode and Brakemode since I've seen some confusion regarding this on the forums. PZB Mode and Brakemode default values: The brake mode setting on the Vectron (G/P/R) will automatically be set when a player takes control of the train. The preset script tries to predict what kind of train that has spawned and sets the brakemode to "G" if the train weight is above 800t, otherwise it sets it to "P" if it thinks the formation is a freight train or "R" if it thinks the formation is either light engine or a passenger train. This script can fail when the formation has a mix of freight and passenger wagons like the Nightjet trains on Kassel-Würzburg. The script is intended to simulate the previous driver setting up the train correctly. As such, if you make couple movements and the formation changes, you need to change the brake mode yourself. You also still should verify the setting is correct when taking over the train initially due to the limitation mentioned above. The PZB Mode is always "M" by default. This default value can not be automated since that would require the game to know the "Bremsgewicht" of each vehicle (not supported). Do not expect this setting to be correct. Some approximations can be made, so if this changes in the future I will edit the OP.
I am intrigued by the TSW physics simulation behind the individual traction motor behaviour during slipping conditions. It is absolutely amazing watching them do their „thing“… I always have to drive in wet or snowy conditions now just to force the wheels slipping Is there a real physics simulation running in the background? I have noticed, for example, it’s usually the leading motor slipping first. I am assuming this is irl the same, due to the leading pair of wheels hitting the worst conditions on the track. After that I was not able to notice a pattern, which makes me believe that there is some kind of physics simulation involved. cwf.green , could you shed some light onto this?! Thanks!
Thank you ever so much. I am beyond thrilled by this DLC, tremendous work. I have a question regarding the power system options; How have you come around what systems were implemented on this Vectron production? Is the Railpool BR 193 portraied in TSW4 a locomotive that does not feature the Danish power system? Vectrons came to Denmark in 2020, and I can see the Swedish systems are an option. The Vectron is now pretty much the new face of Danish tractive effort until Coradia comes along, so I can't wait until we'll see DSB livery Class EB (yeah, we had ONE electric loco Class EA before, when Class EG (Siemens ES64) is not considered.. Sigh..). Anyway, hope you can answer my question. I genuinely love this DLC, very very well done. Thanks for the info above, took me quite a while to fathom the single-pantograph-per-SYSTEM not direction part :P High five - superb loco.
Sure I hesitate to say everything but really almost everything that has to do with the wheel slip and traction is a physics simulation. There is no "bodging" or fakery. What you see on the screens is the actual instantaneous (but displayed at around 3-5 fps as in reality) tractive/braking effort. When the different traction motors have different TE that is a real effect with some real consequences. Obviously there's a scope of the simulation in TSW. I won't suggest that differential tractive effort will extend or compress the locomotive body ever so slightly because Simugraph is solving the beam equation in real time (it's not) but when it comes to stuff that is relevant to how the trains drive the physics simulation has very high fidelity. There are a few key components to the WSP acting as realistically as it does on the Vectron: 1. Each inverter is controlled independently and uses both an independent "ZSoll" or TE target and get's independent signals from the corresponding axle w.r.t. wheel speed. 2. Each axle has different adhesion. You guessed it correctly that the lead axle will have the worst adhesion, as this wheel is "totally exposed to the elements" while the axles behind it encounter somewhat drier track. (BR152) 3. This is Vectron (or at least Siemens) specific but as mentioned above the ZSoll is controlled independently and it will move according to specific rules. This is in contrast to for example the BR101 where the displayed ZSoll is fixed and based only on the throttle/AFB input. On the Vectron the ZSoll will ramp down on a traction motor if the corresponding axle has suffered from significant wheel slip for more than a a specific time. After the ZSoll has ramped down and the wheel slip has been arrested the ZSoll will ramp back up to the "master" (i.e. lever/AFB input) target, but it does so quite slowly so as to make it less likely to cause wheel slip again (it's not perfect at this though and will slip again if the driver doesn't reduce power). According to a press release on Siemens website these are the supported countries of the Railpool MS Vectron in the game: Any other country that is included in the Network screen is "fictitious": either it was included to line up with the listed origin or destinations on a specific timetable that I can't mention (or maybe I can, but just in case) or as an easter egg (like Sweden, I forgot to ask chirimu about Denmark ) The Class EG is super cool!
Can it be that the preset script isn't working yet for the new journey mode in DRA. I started 23270 from Greifswald to Pirna, The train weighs 2055,5t, but all cars seem to be in brakemode 'P'.
The conditions I wrote are only for the locomotive. Wagons follow different rules depending on where they are in the consist. The wagon preset script should work on every wagon except the 5 (or 3 Sggmrss/Laaers units) first wagons where you will have to set them to "G" in case the train weight exceeds 1200t. It was linked either in this thread or the Feedback thread by OpenMinded who made a document in English that describes the rules for every piece of rolling stock in the formation.
Which is a shame, otherwise DTG could have pitched TSW as FEM software of the future… One more question, what qualifies as a wheel slip in TSW? The way I understand the real world principle of wheel slippage is that before the wheel looses traction, it is already in a mode of slippage, without loosing grip (Makroschlupf). This was simulated on the BR101, but how deeply. Are the wheels in the simulation actually turning faster than the forward speed of the loco itself in this instance?! I guess that the wheel in the simulation looses grip as soon as the value of the friction coefficient is reached. The question is, is there something on between…
